Rider detection system

ABSTRACT

An electric vehicle may comprise a board including deck portions each configured to receive a foot of a rider, and a wheel assembly disposed between the deck portions. A motor assembly may be mounted to the board and configured to propel the electric vehicle using the wheel assembly. At least one orientation sensor may be configured to measure orientation information of the board, and at least one pressure-sensing transducer may be configured to determine rider presence information. A motor controller may be configured to receive the orientation information and the rider presence information, and to cause the motor assembly to propel the electric vehicle based on the orientation and presence information.

CROSS-REFERENCES

This application is a continuation of U.S. patent application Ser No.15/864,939, filed Jan. 8, 2018, which is a continuation of U.S. patentapplication Ser. No. 15/432,807, filed Feb. 14, 2017, which is acontinuation of U.S. patent application Ser. No. 15/275,067, filed Sep.23, 2016, which is a continuation of U.S. patent application Ser. No.14/934,024, filed Nov. 5, 2015, which claims priority from U.S.Provisional patent application Ser. No. 62/075,658, filed Nov. 5, 2014,which is hereby incorporated by reference for all purposes. Thefollowing related applications and materials are also incorporatedherein, in their entireties, for all purposes: U.S. Pat. No. 9,101,817.

FIELD

The present disclosure is generally directed to self-stabilizingelectric vehicles.

More specifically, the disclosure is directed to rider detection systemsand methods for such vehicles.

SUMMARY

The present disclosure provides systems and methods for determiningand/or assessing rider presence on an electric vehicle, such as aself-balancing skateboard.

In some embodiments, an electric vehicle may include a board includingfirst and second deck portions each configured to receive a left orright foot of a rider oriented generally perpendicular to a longitudinalaxis of the board; a wheel assembly including a ground-contactingelement disposed between and extending above the first and second deckportions; a motor assembly mounted to the board and configured to rotatethe ground-contacting element around an axle to propel the electricvehicle; at least one orientation sensor configured to measureorientation information of the board; a first sensing region disposed inthe first deck portion, the first sensing region including a firstpressure-sensing transducer; and a motor controller configured toreceive board orientation information measured by the orientation sensorand rider presence information based on an output of the firstpressure-sensing transducer, and to cause the motor assembly to propelthe electric vehicle based on the board orientation information and therider presence information.

In some embodiments, an electric skateboard may include a foot deckhaving first and second deck portions each configured to support arider's foot oriented generally perpendicular to a longitudinal axis ofthe foot deck; exactly one ground-contacting wheel disposed between andextending above the first and second deck portions and configured torotate about an axle to propel the skateboard; at least one orientationsensor configured to measure an orientation of the foot deck; apressure-sensing transducer disposed on the first deck portion; and anelectric motor configured to cause rotation of the wheel based on theorientation of the foot deck and an output of the pressure-sensingtransducer.

In some embodiments, a self-balancing electric vehicle may include aframe defining a plane and having a longitudinal axis; a first deckportion mounted to the frame and configured to support a first foot of arider oriented generally perpendicular to the longitudinal axis of theframe; a second deck portion mounted to the frame and configured tosupport a second foot of a rider oriented generally perpendicular to thelongitudinal axis of the frame; a wheel mounted to the frame between thedeck portions, extending above and below the plane and configured torotate about an axis lying in the plane; at least one orientation sensormounted to the frame and configured to sense orientation information ofthe frame; a pressure-sensing transducer disposed on the first deckportion and configured to sense rider presence information based on aforce applied to the first deck portion; a motor controller configuredto receive the orientation information and the rider presenceinformation and to generate a motor control signal in response; and amotor configured to receive the motor control signal from the motorcontroller and to rotate the wheel in response, thereby propelling theskateboard.

Features, functions, and advantages may be achieved independently invarious embodiments of the present disclosure, or may be combined in yetother embodiments, further details of which can be seen with referenceto the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a rider on an electric vehicle includinga wheel assembly and pitch, roll, and yaw axes.

FIG. 2 is an exploded perspective view of the wheel assembly including ahub motor.

FIG. 3 is a semi-schematic cross-sectional view of the hub motor takenalong the pitch axis.

FIG. 4 is a perspective view of a bottom side of the electric vehicle.

FIG. 5 is a schematic diagram of various electrical components of theelectric vehicle.

FIG. 6 is a flowchart depicting exemplary initialization, standby, andoperation procedures of the electrical components.

FIG. 7 is a side elevation view of the electric vehicle in a firstorientation.

FIG. 8 is a side elevation view of the electric vehicle moved to asecond orientation to activate a control loop for the hub motor.

FIG. 9 is a side elevation view of the electric vehicle moved to a thirdorientation to drive the hub motor in a clockwise direction.

FIG. 10 is a side elevation view of the electric vehicle moved to afourth orientation to drive the hub motor in a counter-clockwisedirection.

FIG. 11 is a semi-schematic front elevation view of the electric vehiclemoved to a fifth orientation to modulate a rotational rate of the hubmotor.

FIG. 12 is semi-schematic top view of the electric vehicle being movedto a sixth orientation to modulate the rotational rate of the hub motor.

FIG. 13 is a schematic diagram of a system including the electricvehicle in communication with a wireless electronic device.

FIG. 14 is a schematic diagram of a software application for thewireless electronic device.

FIG. 15 is an exemplary screenshot of the software application.

FIG. 16 is another exemplary screenshot of the software application,showing a navigation feature.

FIG. 17 is another exemplary screenshot of the software application,showing another navigation feature.

FIG. 18 is a semi-schematic screenshot of the software application,showing a rotating image.

FIG. 19 is an illustration of operations performed by one embodiment ofthe software application.

FIGS. 20A and 20B when viewed together are another illustration ofoperations performed by one embodiment of the software application.

FIG. 21 is a schematic diagram of a system including the wirelesselectronic device in communication with multiple electric vehicles.

FIG. 22 is a schematic diagram of a system including the electricvehicle in communication with multiple wireless electronic devices.

FIG. 23 is a schematic diagram of an illustrative data processingsystem.

FIG. 24 is an isometric exploded view of an illustrative rider detectiondevice including a deck and pressure-sensing transducer suitable for usein an electric vehicle in accordance with aspects of the presentdisclosure.

FIG. 25 is an isometric assembled view of the device of FIG. 24.

FIG. 26 is a schematic top view of another illustrative rider detectiondevice including first and second sensing elements.

FIG. 27 is a schematic overhead view depicting the device of FIG. 26integrated into a deck of an electric vehicle in accordance with aspectsof the present disclosure.

FIG. 28 is a schematic sectional view of the deck and rider detectiondevice of FIG. 27, taken along line 28-28.

FIG. 29 is a flow chart depicting steps in an illustrative method ofoperation for an electrical vehicle having a rider detection system inaccordance with aspects of the present disclosure.

DETAILED DESCRIPTION

An electric vehicle having a rider detection system is described belowand illustrated in the associated drawings. Unless otherwise specified,the electric vehicle and/or its various components may, but are notrequired to, contain at least one of the structures, components,functionalities, and/or variations described, illustrated, and/orincorporated herein. Furthermore, the structures, components,functionalities, and/or variations described, illustrated, and/orincorporated herein in connection with a system or method may, but arenot required to, be included in other similar systems or methods. Thefollowing description of various embodiments is merely exemplary innature and is in no way intended to limit the invention, its applicationor uses.

Overview

An electric vehicle, generally indicated at 100, and components andfunctionalities in conjunction thereof are shown in FIGS. 1-29. Vehicle100 may be a self-stabilizing and/or self-balancing vehicle, such as anelectrically-powered single-wheel self-balancing skateboard. Vehicle 100may have a rider stance and/or motion similar to a surfboard orsnowboard, which may make vehicle 100 intuitive to ride and provide forincreased safety.

As shown in FIG. 1, vehicle 100 may include a board (or foot deck, orframe, or platform) 104 having an opening 108 for receiving a wheelassembly 112 between first and second deck portions (or footpads) 116,120. First and second deck portions 116, 120 may be of the same physicalpiece, or may be separate pieces. First and second deck portions 116,120 may be included in board 104. First and second deck portions 116,120 may each be configured to support a rider's foot. First and seconddeck portions 116, 120 may each be configured to receive a left or aright foot of the rider.

Frame 104 may define a plane. First deck portion 116 may be mounted toframe 104 and configured to support a first foot of the rider. Seconddeck portion 120 may be mounted to frame 104 and configured to support asecond foot of the rider.

Wheel assembly 112 may be disposed between first and second deckportions 116, 120. First and second deck portions 116, 120 may belocated on opposite sides of wheel assembly 112 with board 104 beingdimensioned to approximate a skateboard. In other embodiments, the boardmay approximate a longboard skateboard, snowboard, surfboard, or may beotherwise desirably dimensioned. Deck portions 116, 120 of board 104 maybe covered with non-slip material portions 124, 128 (e.g., “grip tape”)to aid in rider control.

Wheel assembly 112 may include a ground-contacting element (e.g., atire, wheel, or continuous track) 132. As shown, vehicle 100 includesexactly one ground-contacting element 132, and the exactly oneground-contacting element is disposed between first and second deckportions 116, 120. Ground-contacting element 132 may be mounted to amotor assembly 136. Motor assembly 136 may be mounted to board 104.Motor assembly 136 may include an axle 140 (see FIG. 2), which may becoupled to board 104 by one or more axle mounts and one or morefasteners, such as a plurality of bolts (see FIGS. 2 and 4). Motorassembly 136 may be configured to rotate ground-contacting element 132around (or about) axle 140 to propel vehicle 100. For example, motorassembly 136 may include a motor, such as a hub motor 144, configured torotate ground-contacting element 132 about axle 140 to propel vehicle100 along the ground. The motor may be an electric motor.

Vehicle 100 may have a pitch axis A1, a roll axis A2, and a yaw axis A3.Pitch axis A1 may be an axis about which tire 132 is rotated by motorassembly 136. For example, pitch axis A1 may pass through axle 140(e.g., pitch axis A1 may be parallel to and aligned with an elongatedirection of axle 140). Roll axis A2 may be perpendicular to pitch axisA1, and may substantially extend in a direction in which vehicle 100 maybe propelled by motor assembly 136. For example, roll axis A2 may extendin an elongate direction of board 104. Yaw axis A3 may be perpendicularto pitch axis A1 and to roll axis A2. For example, yaw axis A3 may benormal to a plane defined by deck portions 116, 120.

Wheel 132 may be mounted to frame 104 between deck portions 116, 120.Wheel 132 may extend above and below the plane defined by frame 104.Wheel 132 may be configured to rotate about an axis (e.g., pitch axisA1) lying in the plane. In addition, roll axis A2 may lie in the planedefined by frame 104. In some embodiments, the pitch and roll axes maydefine the plane.

Tire 132 may be wide enough in a heel-toe direction (e.g., in adirection parallel to pitch axis A1), so that the rider can balancethemselves in the heel-toe direction using their own balance. Tire 132may be tubeless, or may be used with an inner tube. Tire 132 may be anon-pneumatic tire. For example, tire 132 may be “airless”, solid,and/or made of foam. Tire 132 may have a profile such that the rider canlean vehicle 100 over an edge of tire 132 (and/or pivot the board aboutroll axis A2 and/or yaw axis A3—see FIGS. 11 and 12) through heel and/ortoe pressure to ‘corner’ vehicle 100.

Hub motor 144 may be mounted within tire (or wheel) 132 and may beinternally geared or may be direct-drive. The use of a hub motor mayeliminate chains and belts, and may enable a form factor thatconsiderably improves maneuverability, weight distribution, andaesthetics. Mounting tire 132 onto hub motor 144 may be accomplished byeither a split-rim design that may use hub adapters, which may be boltedon to hub motor 144, or by casting a housing of the hub motor such thatit provides mounting flanges for a tire bead directly on the housing ofthe hub motor. FIG. 2 shows an embodiment of wheel assembly 112 withbolt-on hub adapters 148, 152. One or more fasteners, such as aplurality of bolts 156 may connect a first side of hub motor 144 to hubadapter 148. Hub motor 144 and hub adapter 148 may be positioned in anopening 158 of tire 132 with an outer mounting flange 148 a of adapter148 positioned adjacent a tire bead on a first side (not shown) ofopening 158. One or more fasteners, such as a plurality of bolts 160 mayconnect hub adapter 152 to a second side of hub motor 144, and positionan outer mounting flange 152 a of adapter 152 adjacent a tire bead 162on a second side of opening 158. Mounting flanges 148 a, 152 a mayengage the respective tire beads to seal an interior of time 132 forsubsequent inflation. Mounting flanges 148 a, 152 a may frictionallyengage tire 132 to transmit rotation of hub motor 144 to tire 132.

Axle 140 may be inserted through a central aperture of a first axlemount 164. An enlarged head portion 140 a of axle 140 may be retained byaxle mount 164. For example, the central aperture of mount 164 may havea narrowed portion with a diameter that is less than a diameter ofportion 140 a. A threaded portion 140 b of axle 140 may be seriallyextended through a sleeve 168, a central aperture (not shown) of hubadapter 148, a central aperture 172 of hub motor 144, a central apertureof hub adapter 152, a central aperture 176 of a torque bar 180, and acentral aperture of a second axle mount 184. After threaded portion 140b has been extended through the central aperture of mount 184, a nut 186may be tightened onto threaded portion 140 b to secure together wheelassembly 112. For example, the central aperture of mount 184 may have anarrowed portion with a diameter that is less than a diameter of nut186.

A non-circular member 190 may be fixedly attached to a stator (see FIG.3) of hub motor 144. When wheel assembly 112 is secured together, member190 may be seated in a slot 180 a of torque bar 180, and torque bar 180may be seated in a slot 184 a of mount 184. Slot 184 a may be similarlyshaped and/or dimensioned as a slot 164 a of mount 164. Member 190 mayfrictionally engage mount 184 to prevent rotation of the stator duringoperation of hub motor 144.

Sleeve 168 may be dimensioned to provide desirable spacing of wheelassembly components between mounts 164, 184. For example, a first end ofsleeve 168 may be seated in or adjacent the central aperture of mount164, a second end of sleeve 168 may be seated adjacent a side (notshown) of aperture 172 proximal hub adapter 148, and sleeve 168 may havea length between its first and second ends that provides the desiredspacing.

Preferably, hub motor 144 is a direct-drive transverse flux brushlessmotor. The use of a transverse flux motor may enable high(substantially) instantaneous and continuous torques to improveperformance of the electric vehicle.

FIG. 3 depicts a schematic example of a direct-drive transverse fluxbrushless embodiment of hub motor 144 sectioned at the pitch axis. Asshown, hub motor 144 may include magnets 192 mounted on (or fixedlysecured to) an inside surface of an outer wall of a rotor 194. Rotor 194may be fixedly attached to hub adapters 148, 152 (see FIG. 2). A stator196 may be fixedly attached to a sleeve 198 through which centralaperture 172 (see FIG. 2) extends. Sleeve 198 may extend through rotor194. Sleeve 198 may be fixedly attached to member 190 (see FIG. 2).Sleeve 198 may ride on bearings 200 attached to rotor 194. In someembodiments, bearings 200 may be attached to sleeve 198 and may ride onrotor 194. Phase wires 202 may extend through aperture 172 (or othersuitable opening) and may electrically connect one or more electriccoils 203 of stator 196 with one or more other electrical components(see FIGS. 4 and 5) of vehicle 100, such as a power stage. The one ormore electrical components may drive hub motor 144 based on rider inputsto propel and actively balance vehicle 100 (see FIGS. 7-12). Forexample, the one or more electrical components may be configured tosense movement of board 104 about the pitch axis, and drive hub motor144 to rotate tire 132 in a similar direction about the pitch axis.Additionally, the one or more electrical components may be configured tosense movement of board 104 about the roll axis and/or the yaw axis, andmodulate a rate at which the motor is driven based on this sensedmovement, which may increase a performance of vehicle 100, particularlywhen cornering.

For example, the one or more electrical components may be configured toselectively energize the electric coils, based on rider inputs (e.g.,movement of board 104), to produce an electromagnetic field for exertingforces on magnets 192 to cause the desired rotation of rotor 194relative to stator 196.

In some embodiments, hub motor 144 may be a brushed hub motor.Alternatively, the electric vehicle may include any apparatus and/ormotor suitable for driving the hub of a wheel, such as a chain drive, abelt drive, a gear drive and/or a brushed or brushless motor disposedoutside of the wheel hub.

Preferably, hub motor 144, tire 132, and axle mounts 164, 184 may beconnected together as a subassembly (e.g., wheel assembly 112) and thenintegrated into the overall vehicle (e.g., operatively installed inboard 104) to facilitate tire changes and maintenance. The subassemblymay be operatively installed in board 104 by connecting mounts 164, 184to board 104 with one or more respective fasteners, such as respectivebolts 204, 206 (see FIG. 2). FIG. 4 shows bolts 204 connecting mount 184to a portion of board 104. Bolts 206 may similarly connect mount 164 toan opposite portion of board 104. Axle mounts 164, 184 may be configuredto be unbolted from board 104, and the motor may be configured to be‘unplugged’ from the one or more electrical components disposed in board104 to enable the rider to remove the subassembly from board 104, forexample, to change the tire or perform other maintenance on wheelassembly 112 and/or on board 104.

Referring to FIGS. 1 and 4, a first skid pad 208 may be integrated into(or connected to) a first end of board 104 proximal first deck portion116, and a second skid pad 212 may be integrated into (or connected to)a second end of board 104 proximal second deck portion 120. Skid pads208, 212 may be replaceable and/or selectively removable. For example,the skid pads may include replaceable polymer parts or components. Insome embodiments, the skid pads may be configured to allow the rider tobring vehicle 100 to a stop in an angled orientation (e.g., by settingone end of the board against the ground after the rider removes theirfoot from a rider detection device or switch, which is described belowin further detail). The respective skid pad may be worn by abrasion withthe surface of the ground as that end of the board is set against (orbrought into contact with) the ground.

Vehicle 100 may include one or more side-skid pads configured to protectthe paint or other finish on board 104, and/or otherwise protect vehicle100 if, for example, vehicle 100 is flipped on its side and/or slidesalong the ground on its side. For example, the one or more side-skidpads may be removably connected to one or more opposing longitudinalsides of the board (e.g., extending substantially parallel to the rollaxis). FIG. 1 shows a first side-skid pad 216 connected to a firstlongitudinal side 104 a of board 104. In FIG. 4, side-skid pad 216 hasbeen removed from first longitudinal side 104 a. A second side-skid pad(not shown) may be similarly removably connected to a secondlongitudinal side 104 b (see FIG. 4) of board 104 opposite firstlongitudinal side 104 a. The side-skid pads may be incorporated into theelectric vehicle as one or more removable parts or components, and/ormay be or include replaceable polymer parts or components.

A removable connection of the skid pads and/or the side-skid pads to theboard may enable the rider (or other user) to selectively remove one ormore of these pads that become worn with abrasion, and/or replace theworn pad(s) with one or more replacement pads.

As shown in FIG. 4, vehicle 100 may include a handle 220. Handle 220 maybe disposed on an underside 104 c of board 104. Handle 220 may beintegrated into a housing or enclosure of one or more of the electricalcomponents.

In some embodiments, handle 220 may be operable between IN and OUTpositions. For example, handle 220 may be pivotally connected to board104, with the IN position corresponding to handle 220 substantiallyflush with underside 104 c of board 104, and the OUT positioncorresponding to handle 220 pivoted (or folded) away from underside 104such that handle 220 projects away from deck portion 120.

Vehicle 100 may include any suitable mechanism, device, or structure forreleasing handle 220 from the IN position. For example, vehicle 100 mayinclude a locking mechanism 224 that is configured to operate handle 220between a LOCKED state corresponding to handle 220 being prevented frommoving from the IN position to the OUT position, and an UNLOCKED statecorresponding to handle 220 being allowed to move from the IN positionto the OUT position. In some embodiments, the rider may press lockingmechanism 224 to operate the handle from the LOCK state to the UNLOCKEDstate. The rider may manually move handle 220 from the IN position tothe OUT position. The rider may grasp handle 220, lift vehicle 100 offof the ground, and carry vehicle 100 from one location to another.

In some embodiments, handle 220 may include a biasing mechanism, such asa spring, that automatically forces handle 220 to the OUT position whenoperated to the UNLOCKED state. In some embodiments, locking mechanism224 may be configured to selectively lock handle 220 in the OUTposition.

Vehicle 100 may include any suitable apparatus, device, mechanism,and/or structure for preventing water, dirt, or other road debris frombeing transferred by the ground-contacting element to the rider. Forexample, as shown in FIG. 1, vehicle 100 may include first and secondpartial fender portions 228, 232. Portion 228 is shown coupled to firstdeck portion 116, and portion 232 is shown coupled to second deckportion 120. Portion 228 may prevent debris from being transferred fromtire 132 to a portion of the rider positioned on or adjacent deckportion 116, such as when tire 132 is rotated about pitch axis A1 in acounter-clockwise direction. Portion 232 may prevent debris from beingtransferred from tire 132 to a portion of the rider positioned on oradjacent deck portion 120, such as when tire 132 is rotated about pitchaxis A1 in a clockwise direction.

Additionally and/or alternatively, vehicle 100 may include a full fender240, as shown in FIGS. 7-10. Fender 240 may be configured to prevent atransfer of debris from the ground-contacting element to the rider. Forexample, a first portion 240 a of fender 240 may be coupled to firstdeck portion 116, a second portion 240 b of fender 240 may be coupled tosecond deck portion 120, and a central portion 240 c of fender 240 mayconnect the first and second portions 240 a, 240 b of fender 240 above aportion of tire 132 that projects above an upper-side of board 104, asshown in FIG. 7. Fender 240 and/or fender portions 228, 232 may beattached to at least one of deck portions 116, 120 and configured toprevent water traversed by wheel 132 from splashing onto the rider.Fender 240 may be attached to both of deck portions 116, 120, and maysubstantially entirely separate wheel 132 from the rider, as is shown inFIGS. 7-10.

Fender 240 may be a resilient fender. For example, fender 240 mayinclude (or be) a sheet of substantially flexible or resilient material,such as plastic. A first side of the resilient material may be coupledto deck portion 116 (or board 104 proximate deck portion 116), and asecond side of the resilient material may be coupled to deck portion 120(or board 104 proximate deck portion 120). A resiliency of the resilientmaterial between the first and second sides may bias fender 240 awayfrom tire 132 to provide adequate spacing between fender 240 and tire132, as shown in FIGS. 7-10. The adequate spacing may prevent the tirefrom contacting the fender.

Fender 240 (e.g., portion 240 c) may be compressible toward tire 132, iffor example, vehicle 100 happens to flip over such that portion 240 c isin contact with the ground. When vehicle 100 is restored to a suitableriding position, such as that shown in FIG. 7, the resiliency of theresilient material may restore the fender to a position providing theadequate spacing.

Fender 240 may extend across an overall width of tire 132 in a directionparallel to pitch axis A1, in a manner similar to that of partial fenderportion 228 is shown extending in FIG. 1. Similarly, partial fenderportion 232 may extend across the overall width of tire 132 in thedirection of pitch axis A1.

As indicated in FIG. 4, the one or more electrical components of vehicle100 may include a power supply 250, a motor controller 254, a riderdetection device 262, a power switch 266, and a charge plug 268. Powersupply 250 may include one or more batteries which may be re-chargeable,such as one or more lithium batteries that are relatively light inweight and have a relatively high power density. For example, powersupply 250 may include one or more lithium iron phosphate batteries, oneor more lithium polymer batteries, one or more lithium cobalt batteries,one or more lithium manganese batteries, or a combination thereof. Forexample, power supply 250 may include sixteen (16) A123 lithium ironphosphate batteries (e.g., size 26650). The batteries of power supply250 may be arranged in a 16S1P configuration. A microcontroller 269and/or one or more sensors (or at least one sensor) 270 may be includedin or connected to motor controller 254 (see FIG. 5). At least one ofsensors 270 may be configured to measure orientation information (or anorientation) of board 104. For example, sensors 270 may be configured tosense movement of board 104 about and/or along the pitch, roll, and/oryaw axes. The motor may be configured to cause rotation of wheel 132based on the orientation of board 104. In particularly, motor controller254 may be configured to receive orientation information measured by theat least one sensor of sensors 270 and to cause motor assembly 254 topropel the electric vehicle based on the orientation information. Forexample, motor controller 254 may be configured to drive hub motor 144based on received sensed movement of board 104 from sensors 270 viamicrocontroller 269 to propel and/or actively balance vehicle 100.

One or more of the electrical components may be integrated into board104. For example, board 104 may include a first environmental enclosurethat may house power supply 250, and a second environmental enclosurethat may house motor controller 254, and rider detection device 262. Theenvironmental enclosures may protect the one or more electricalcomponents from being damaged, such as by water ingress.

Vehicle 100 may include one or more light assemblies, such as one ormore headlight and/or taillight assemblies. For example, a firstheadlight/taillight assembly (or first light assembly) 272 may bedisposed on or at (and/or connected to) a first end portion of board 104(e.g., at a distal end portion of first deck portion 116), and a secondheadlight/taillight assembly 276 may be disposed on or at (and/orconnected to) a second end portion of board 104 (e.g., at a distal endportion of second deck portion 120). The second end portion of board 104may be opposite the first end portion.

Headlight/taillight assemblies 272, 276 may be configured to reversiblylight vehicle 100. For example, assemblies 272, 276 may indicate thedirection that vehicle 100 is moving by changing color. For example, theheadlight/taillight assemblies may each include one or more high outputred and white LEDs (or other suitable one or more illuminators) 278configured to receive data from microcontroller 269 (and/or a pitchsensor of sensors 270, such as a 3-axis gyro 280—see FIG. 5) andautomatically change color from red to white (or white to red, or afirst color to a second color) based on the direction of movement ofvehicle 100, with white LEDs (or a first color) shining in the directionof motion and red LEDs (or a second color) shining backward (e.g.,opposite the direction of motion). For example, one or more of theheadlight/taillight assemblies (e.g., their respective illuminators) maybe connected to microcontroller 269 via an LED driver 282 (see FIG. 5),which may be included in or connected to motor controller 254. In someembodiments, the illuminators may include RGB/RGBW LEDs.

Illuminators 278 may be located in and/or protected by skid pads 208,212, as shown in FIG. 4. For example, skid pads 208, 212 may includerespective apertures 286, 290. Illuminators 278 may be disposed in andshine through respective apertures 286, 290. Apertures 286, 290 may bedimensioned to prevent illuminators 278 from contacting the ground. Forexample, apertures 286, 290 may each have a depth that is greater than aheight of illuminators 278. In some embodiments, the illuminators may beseparable from the associated skid pad, so that the skid pads may beremoved without removing the illuminators.

As shown in FIG. 4, first skid pad 208 and a first illuminator 278 aredisposed at a distal end of first deck portion 116, and second skid pad212 and a second illuminator 278 are disposed at a distal end of seconddeck portion 120. Each of skid pads may include an aperture (e.g., skidpad 208 may include aperture 286, and skid pad 212 may include aperture290, as mentioned above) configured to allow light from thecorresponding illuminator to shine through while preventing theilluminator from contacting the ground.

Illustrative Electrical System

FIG. 5 shows a block diagram of the one or more electrical components ofvehicle 100. The electrical components may include a power supplymanagement system 300, a direct current to direct current (DC/DC)converter 304, a brushless direct current (BLDC) drive logic 306, apower stage 310, a 3-axis accelerometer 314, one or more hall sensors318, and a motor temperature sensor 322. DC/DC converter 304, BLDC drivelogic 306, and power stage 310 may be included in and/or connected tomotor controller 254. Accelerometer 314 may be included in sensors 270.

Active balancing (or self-stabilization) of the electric vehicle may beachieved through the use of a feedback control loop or mechanism, whichmay be implemented in the one or more electrical components. Thefeedback control mechanism may include sensors 270 connected to (and/orincluded in) motor controller 254.

Preferably, the feedback control mechanism includes aProportional-Integral-Derivative (PID) control scheme using one or moregyros (e.g., gyro 280) and one or more accelerometers (e.g.,accelerometer 314). Gyro 280 may be configured to measure pivotation offoot deck 104 about the pitch axis. Gyro 280 and accelerometer 314 maybe collectively configured to estimate (or measure, or sense) a leanangle of board 104, such as an orientation of the foot deck about thepitch, roll and yaw axes. In some embodiments, the gyro andaccelerometer 314 may be collectively configured to sense orientationinformation sufficient to estimate the lean angle of frame 104 includingpivotation about the pitch, roll and yaw axes.

As mentioned above, orientation information of board 104 may be measured(or sensed) by gyro 280 and accelerometer 314. The respectivemeasurements (or sense signals) from gyro 280 and accelerometer 314 maybe combined using a complementary or Kalman filter to estimate a leanangle of board 104 (e.g., pivotation of board 104 about the pitch, roll,and/or yaw axes, with pivotation about the pitch axis corresponding to apitch angle, pivotation about the roll axis corresponding to a roll orheel-toe angle, and pivotation about the yaw axis corresponding to a yawangle) while filtering out the impacts of bumps, road texture anddisturbances due to steering inputs. For example, gyro 280 andaccelerometer 314 may be connected to microcontroller 269, which may beconfigured to correspondingly measure movement of board 104 about andalong the pitch, roll, and yaw axes (see FIG. 1). Alternatively, theelectronic vehicle may include any suitable sensor and feedback controlloop configured to self-stabilize a vehicle, such as a 1-axis gyroconfigured to measure pivotation of the board about the pitch axis, a1-axis accelerometer configured to measure a gravity vector, and/or anyother suitable feedback control loop, such as a closed-loop transferfunction. However, additional accelerometer and gyro axes may allowimproved performance and functionality, such as detecting if the boardhas rolled over on its side or if the rider is making a turn.

The feedback control loop may be configured to drive motor 144 to reducean angle of board 104 with respect to the ground. For example, if inFIG. 1 the rider was to angle board 104 downward, so that first deckportion 116 was ‘lower’ than second deck portion 120 (e.g., if the riderpivoted board 104 clockwise about pitch axis A1), then the feedback loopmay drive motor 144 to cause clockwise rotation of tire 132 about pitchaxis A1 (see FIG. 9) and a counter-clockwise force on board 104.

Thus, motion of the electric vehicle may be achieved by the riderleaning their weight toward their ‘front’ foot. Similarly, decelerationmay be achieved by the rider leaning toward their ‘back’ foot.Regenerative braking can be used to slow the vehicle. Sustained reverseoperation may be achieved by the rider maintaining their lean towardtheir ‘back’ foot.

As indicated in FIG. 5, microcontroller 269 may be configured to send asignal to BLDC drive logic 306, which may communicate informationrelating to the orientation and motion of board 104. BLDC drive logic306 may then interpret the signal and communicate with power stage 310to drive motor 144 accordingly. Hall sensors 318 may send a signal tothe BLDC drive logic to provide feedback regarding a substantiallyinstantaneous rotational rate of the rotor of motor 144. Motortemperature sensor 322 may be configured to measure a temperature ofmotor 144 and send this measured temperature to logic 306. Logic 306 maylimit an amount of power supplied to motor 144 based on the measuredtemperature of motor 144 to prevent motor 144 from overheating.

Certain modifications to the PID loop or other suitable feedback controlloop may be incorporated to improve performance and safety of theelectric vehicle. For example, integral windup may be prevented bylimiting a maximum integrator value, and an exponential function may beapplied to a pitch error angle (e.g., a measure or estimated pitch angleof board 104).

Alternatively or additionally, some embodiments may include neuralnetwork control, fuzzy control, genetic algorithm control, linearquadratic regulator control, state-dependent Riccati equation control orother control algorithms. In some embodiments, absolute or relativeencoders may be incorporated to provide feedback on motor position.

As mentioned above, during turning, the pitch angle can be modulated bythe heel-toe angle (e.g., pivotation of the board about the rollaxis—see FIG. 11), which may improve performance and prevent a frontinside edge of board 104 from touching the ground. In some embodiments,the feedback loop may be configured to increase, decrease, or otherwisemodulate the rotational rate of the tire if the board is pivoted aboutthe roll and/or yaw axes. This modulation of the rotational rate of thetire may exert an increased normal force between a portion of the boardand the rider, and may provide the rider with a sense of ‘carving’ whenturning, similar to the feel of carving a snowboard through snow or asurfboard through water.

Once the rider has suitably positioned themselves on the board, thecontrol loop may be configured to not activate until the rider moves theboard to a predetermined orientation. For example, an algorithm may beincorporated into the feedback control loop, such that the control loopis not active (e.g., does not drive the motor) until the rider usestheir weight to bring the board up to an approximately level orientation(e.g., 0 degree pitch angle—as shown in FIG. 8). Once this predeterminedorientation is detected, the feedback control loop may be enabled (oractivated) to balance the electric vehicle and to facilitate atransition of the electric vehicle from a stationary mode (orconfiguration, or state, or orientation) to a moving mode (orconfiguration, or state, or orientation).

Referring back to FIG. 5, the one or more electrical components may beconfigured to manage power supply 250. For example, power supplymanagement system 300 may be a battery management system configured toprotect batteries of power supply 250 from being overcharged,over-discharged, and/or short-circuited. System 300 may monitor batteryhealth, may monitor a state of charge in power supply 250, and/or mayincrease the safety of the vehicle. Power supply management system 300may be connected between charge plug 268 and power supply 250. The rider(or other user) may couple a charger to plug 268 and re-charge powersupply 250 via system 300.

In operation, power switch 266 may be activated (e.g., by the rider).Activation of switch 266 may send a power-on signal to converter 304. Inresponse to the power-on signal, converter 304 may convert directcurrent from a first voltage level provided by power supply 250 to oneor more other voltage levels. The other voltage levels may be differentthan the first voltage level. Converter 304 may be connected to theother electrical components via one or more electrical connections toprovide these electrical components with suitable voltages.

Converter 304 (or other suitable circuitry) may transmit the power-onsignal to microcontroller 269. In response to the power-on signal,microcontroller may initialize sensors 270, and rider detection device262.

The electric vehicle may include one or more safety mechanisms, such aspower switch 266 and/or rider detection device 262 to ensure that therider is on the board before engaging the feedback control loop. In someembodiments, rider detection device 262 may be configured to determineif the rider's feet are disposed on the foot deck, and to send a signalcausing motor 144 to enter an active state when the rider's feet aredetermined to be disposed on foot deck 104.

Rider detection device 262 may include any suitable mechanism,structure, or apparatus for determining whether the rider is on theelectric vehicle. For example, device 262 may include one or moremechanical buttons, one or more capacitive sensors, one or moreinductive sensors, one or more optical switches, one or more forceresistive sensors, and/or one or more strain gauges. The one or moremechanical buttons may be located on or under either or both of firstand second deck portions 116, 120 (see FIG. 1). The one of moremechanical buttons may be pressed directly (e.g., if on the deckportions), or indirectly (e.g., if under the deck portions), to sensewhether the rider is on board 104. The one or more capacitive sensorsand/or the one or more inductive sensors may be located on or near asurface of either or both of the deck portions, and may correspondinglydetect whether the rider is on the board via a change in capacitance ora change in inductance. Similarly, the one or more optical switches maybe located on or near the surface of either or both of the deckportions. The one or more optical switches may detect whether the rideris on the board based on an optical signal. The one or more straingauges may be configured to measure board or axle flex imparted by therider's feet to detect whether the rider is on the board. In someembodiments, device 262 may include a hand-held “dead-man” switch.Various embodiments and aspects relating to device 262 are discussedfurther below, in the section titled Illustrative Rider DetectionDevices, Systems, and Methods.

If device 262 detects that the rider is suitably positioned on theelectric vehicle, then device 262 may send a rider-present signal tomicrocontroller 269. The rider-present signal may be the signal causingmotor 144 to enter the active state. In response to the rider-presentsignal (and/or the board being moved to the level orientation),microcontroller 269 may activate the feedback control loop for drivingmotor 144. For example, in response to the rider-present signal,microcontroller 269 may send board orientation information (ormeasurement data) from sensors 270 to logic 306 for powering motor 144via power stage 310.

In some embodiments, if device 262 detects that the rider is no longersuitably positioned or present on the electric vehicle, device 262 maysend a rider-not-present signal to microcontroller 269. In response tothe rider-not-present signal, circuitry of vehicle 100 (e.g.,microcontroller 269, logic 306, and/or power stage 310) may beconfigured to reduce a rotational rate of the rotor relative to thestator to bring vehicle 100 to a stop. For example, the electric coilsof the rotor may be selectively powered to reduce the rotational rate ofthe rotor. In some embodiments, in response to the rider-not-presentsignal, the circuitry may be configured to energize the electric coilswith a relatively strong and/or substantially continuously constantvoltage, to lock the rotor relative to the stator, to prevent the rotorfrom rotating relative to the stator, and/or to bring the rotor to asudden stop.

In some embodiments, the vehicle may be configured to actively drivemotor 144 even though the rider may not be present on the vehicle (e.g.,temporarily), which may allow the rider to perform various tricks. Forexample, device 262 may be configured to delay sending therider-not-present signal to the microcontroller for a predeterminedduration of time, and/or the microcontroller may be configured to delaysending the signal to logic 306 to cut power to the motor for apredetermined duration of time.

The electric vehicle may include other safety mechanisms, such as abuzzer mechanism. The buzzer mechanism may be configured to emit anaudible signal (or buzz) to the rider if circuitry within the electricvehicle detects an error. For example, the buzzer mechanism may emit anerror signal to the rider if circuitry within the electric vehicle doesnot pass a diagnostic test (see FIG. 6).

Illustrative Operational Method

FIG. 6 depicts multiple steps of a method (or operations), generallyindicated at 600, which may be performed by and/or in conjunction withvehicle 100. Although various steps of method 600 are described belowand depicted in FIG. 6, the steps need not necessarily all be performed,and in some cases may be performed in a different order than the ordershown.

As shown, method 600 may include an initialization procedure, a standbyprocedure, and an operation procedure. The initialization procedure mayinclude a step 602 of activating a power switch. For example, at step602, the rider may press switch 266 (see FIG. 4). The initializationprocedure may then flow to a step 604 of performing one or morediagnostics. For example, circuitry of vehicle 100 may perform one ormore diagnostic tests to determine whether the one or more electricalcomponents are properly operational. For example, at step 604, motorcontroller 254 may perform a self-diagnostic to determine whethercomponents thereof, such as the power stage, are operational.

The initialization procedure may include a step 606 of determiningwhether the diagnostics performed at step 606 were passed. If it isdetermined at step 606 that the diagnostics were not passed, then method600 may flow to a step 608 of emitting an error signal, and a step 610of disabling the vehicle. For example, vehicle 100 may emit an audiblebuzz via the buzzer mechanism or emit a light signal (e.g., by flashingilluminators 278) if it is determined that the diagnostics were notpassed, and may prevent motor controller 254 from powering motor 144. Insome embodiments, disabling the vehicle may involve locking the rotorrelative to the stator. For example, the motor controller maycontinuously energize the electric coils of the stator with asubstantially constant current to prevent the rotor from rotatingrelative to the stator. However, if it is determined at step 606 thatthe diagnostics were passed, then the initialization procedure may flowto a step 612 of initializing sensors 270.

As shown in FIG. 6, the initialization procedure may then flow to thestandby procedure. The standby procedure may include a step 614 ofdetermining whether a rider is detected. For example, circuitry ofvehicle 100 may determine whether the rider is detected as beingsuitably positioned on board 104 (e.g., with one foot on first deckportion 116, and the other foot on second deck portion 120, as shown inFIG. 7), based on a received signal from rider detection device 262. Ifit is determined at step 614 that the rider is not detected on thevehicle, then step 614 may be repeated until a rider is detected. Insome embodiments, device 262 may substantially continuously send therider-present signal to the circuitry when the rider is positioned onthe vehicle, and/or may substantially continuously send therider-not-present signal to the circuitry when the rider is notpositioned on the vehicle. In some embodiments, device 262 mayintermittently send these signals based on the position of the rider.

If it is determined at step 614 that a rider is detected as suitablypositioned on board 104, as is shown in FIG. 7, then the standbyprocedure may flow to a step 616 of reading or acquiring one or moremeasurements (e.g., orientation information) from sensors 270 (e.g.,gyro 280 and accelerometer 314).

The standby procedure may include a step 618 of determining whetherboard 104 is in the level orientation (or other predefined and/orpredetermined orientation). Circuitry of vehicle 100 may determinewhether board 104 is in the level orientation based on the measurementsacquired from sensors 270 at step 616. If it is determined at step 618that board 104 is not in the level orientation, as is shown in FIG. 7,then the standby procedure may return to step 614.

However, if it is determined at step 618 that board 104 is in the levelorientation, as is shown in FIG. 8, then the standby procedure may flowto the operation procedure (e.g., to initialize self-balancing of thevehicle) via the feedback control loop, an example of which is generallyindicated at 620 in FIG. 6. Loop 620 may be a closed-loop balancingroutine, which may be repeated until the rider is no longer detected.

Loop 620 may include a step 622 of reading or acquiring one or moremeasurements from sensors 270. For example, at step 622, microcontroller269 (or other circuitry) may acquire acceleration measurements of board104 along the pitch, roll, and yaw axes from accelerometer 314, and mayacquire position measurements of board 104 about the pitch, roll, andyaw axes from gyro 280.

Loop 620 may include a step 624 of applying sensor offsets to one ormore of the measurements acquired at step 622. For example, offsets forthe accelerometer and the gyro may be determined at step 612 duringinitialization, which may be applied at step 624 to the measurementsacquired at step 622 to substantially correct sensor bias.

Loop 620 may include a step 626 of combining sensor values. For example,at step 626, microcontroller 269 may combine measurements fromaccelerometer 314 and gyro 280 acquired at step 622 (including or notincluding the applied offsets) with the complementary or Kalman filter.

Loop 620 may include a step 628 of calculating (or determining) the leanangle of board 104. At step 628, microcontroller 628 may determine thelean angle based on the combined measurements from accelerometer 314 andgyro 280.

As described above, the lean angle may include the pitch, roll, and yawangles of board 104. As shown in FIG. 9, the rider may pivot board 104about pitch axis A1 to produce a pitch angle θ1, in which case at step630, the microcontroller may determine that board 104 has pitch angle θ1based on combined measurements (e.g., orientation information) fromaccelerometer 314 and gyro 280. As shown, the pitch angle may bedetermined based on an orientation of board 104 with respect to thelevel orientation. The level orientation may be determined or calculatedbased on a measured gravity vector.

Loop 620 may include a step 630 of calculating an error angle. The errorangle may be an estimate or calculation of a displacement of the boardfrom the level orientation based on orientation information from sensors270. For example, in the orientation shown in FIG. 9, themicrocontroller may determine that pitch angle θ1 is the error angle. Atstep 630, microcontroller 269 may calculate (or determine) the errorangle with respect to a gravity vector measurement acquired fromaccelerometer 314.

Loop 620 may include a step 632 of calculating P, I, and D values forthe PID control scheme. These values may be used to filter out impactsfrom bumps on the ground, road texture, and/or disturbances due tounintentionally sudden steering inputs.

Loop 620 may include a step 634 of sending a motor command (or motorcontrol signal) to motor 144. At step 634, the motor controller maygenerate the motor control signal in response to the orientationinformation received sensors 270. Motor 144 may be configured to receivethe motor control signal from motor controller 254 and to rotate wheel132 in response to the orientation information.

For example, at step 634, microcontroller 269 may send a signal to logic306 including information corresponding to the calculated lean angle,the calculated error angle (which may be the calculated lean angle or apercentage thereof), and/or the calculated P, I, D values. Based on thisinformation, BLDC drive logic 306 may determine how to accordingly drivemotor 144. For example, logic 306 may determine that the rotor of motor144 should be driven in a clockwise direction (in FIG. 9) at a firstrate, based on pitch or error angle 61, to attempt to move board 104back to the level orientation, and send a corresponding motor command topower stage 310. Power stage 310 may then accordingly power motor 144via phase wires 202 (see FIG. 3). If the rider maintains downwardpressure on deck portion 116, the clockwise rotation of the rotor ofmotor 144 may result in rightward propulsion of vehicle 100 in FIG. 9.

As shown in FIG. 9, in response to the motor command, illuminators 278coupled to deck portion 116 may emit white light WL, and illuminators278 coupled to deck portion 120 may emit red light RL, as vehicle 100moves rightward.

Referring back to FIG. 6, loop 620 may include a step 636 of determiningwhether the rider is detected (e.g., as suitably positioned on board104). The microcontroller may make this determination based on a signalfrom the rider detection device, for example, in a manner similar tothat of step 614. In some embodiments, the determination of whether therider is detected may be based on motor torque (e.g., a reduction ofmotor torque below a predefined threshold), or vehicle orientations thatmay indicate that the electric vehicle is not under rider control (e.g.,excessive pitch, roll, and/or yaw angle or modulation thereof).

At step 636, if it is determined that the rider is not detected (e.g.,has fallen, jumped, or otherwise dismounted the electric vehicle), thenthe operation procedure may flow to a step 638 of stopping motor 144,and return to step 614. At step 638, stopping the motor may involvelocking the rotor relative to the stator, such that theground-contacting element (e.g., the tire) stops rotating around thepitch axis relative to the board. For example, at step 638, the motorcontroller may energize the electric coils of the stator with asubstantially continuous, constant, and/or relatively strong electriccurrent to produce a substantially constant and/or strongelectromagnetic field for stopping rotation of the magnets of the rotoraround the pitch axis relative to the stator.

However, if it is determined at step 363 that the rider is detected(e.g., is still suitably positioned on the electric vehicle), then loop620 may return to step 622, and loop 620 may be repeated. For example,in a subsequent repetition of loop 620, the rider may have moved board104 to an orientation having a pitch angle θ2 (see FIG. 9). Pitch angleθ2 may correspond to further pivotation of board 104 about pitch axis A1relative to the orientation of board 104 shown in FIG. 9, such that deckportion 116 has been moved further below the level orientation, and deckportion 120 has been moved further above the level orientation. In thissubsequent repetition of loop 620, circuitry of vehicle 100 may powerthe rotor in a clockwise direction at a second rate, based on pitchangle θ2, to attempt to move board 104 back to the level orientation.The second rate may be greater than the first rate.

In another subsequent repetition of loop 620, the rider may have movedboard 104 to an orientation having a pitch angle θ3 (see FIG. 10). Asshown, pitch angle 83 corresponds to pivotation of board 104 about pitchaxis A1, such that deck portion 120 has been moved below the levelorientation, and deck portion 116 has been moved above the levelorientation. In this subsequent repetition of loop 620, circuitry ofvehicle 100 may power the rotor of motor 144 to rotate in acounter-clockwise direction (as indicated in FIG. 10) at a third rate,based on pitch angle θ3, to attempt to move board 104 back to the levelorientation. If the rider maintains downward pressure on deck portion120, the counter-clockwise rotation of the rotor of motor 144 may resultin leftward propulsion of vehicle 100 in FIG. 10. An absolute value ofthe third rate may correspond to a greater rate than an absolute valueof the first rate, as angle θ3 in FIG. 10 is shown to have a largermagnitude than angle θ1 in FIG. 9. Similarly, an absolute value of thethird rate may correspond to a lesser rate than an absolute value of thesecond rate, as angle θ3 is shown to have a smaller magnitude than angleθ2 in FIG. 9.

As mentioned above, the light assemblies may switch color when vehicle100 reverses direction. For example, as shown in FIG. 10, in response tothe reversed direction of movement of vehicle 100 (relative to thedirection of movement shown in FIG. 9), illuminators 278 coupled to deckportion 116 may switch from illuminating white light to emitting redlight RL, and illuminators 278 coupled to deck portion 120 may switchfrom emitting red light to emitting white light RL, as vehicle 100 movesleftward.

In particular, illuminators 278 of the first light assembly (e.g.,disposed at the first end portion of board 104 on the right-hand side ofFIG. 9) may be configured to output light of a first color (e.g., white)when board 104 is being propelled generally in a first direction (e.g.,indicated in FIG. 9 as to the right), and to output light of a secondcolor (e.g., red) when board 104 is being propelled generally in asecond direction (e.g., to the left in FIG. 10).

Similarly, illuminators 278 of the second light assembly (e.g., disposedat the second end portion of board 104 on the left-hand side of FIG. 9)may be configured to output light of the second color (e.g., red) whenboard 104 is being propelled generally in the first direction (e.g.,indicated in FIG. 9 as to the right), and to output light of the firstcolor (e.g., white) when board 104 is being propelled generally in thesecond direction (e.g., to the left in FIG. 10).

Vehicle 100 may include a turn compensation feature. The turncompensation feature may adjust a rate at which motor 144 is drivenbased on the roll angle of board 104. For example, the rider may pivotboard 104 from the level orientation to a rolled orientation about rollaxis A2, as shown in FIG. 11, by changing heel and/or toe pressureapplied to board 104, resulting in a roll angle θ4, in which case, step628 of FIG. 6 may involve calculating roll angle θ4 based on orientationinformation from sensors 270. If board 104 is also pivoted about thepitch axis (e.g. has pitch angle θ1 or θ3, as shown respectively inFIGS. 9 and 10), then at step 634 of FIG. 6, the circuitry may send anincreased amount of power to motor 144 based on roll angle θ4 toincrease the rotational rate of the rotor and thus tire 132. A magnitudeof the increased amount of power may be based on a magnitude of the rollangle, with a greater roll angle magnitude corresponding to a greaterincrease in power, and a lesser roll angle magnitude corresponding to alesser increase in power.

Similarly, the turn compensation feature may adjust a rate at whichmotor 144 is driven based on a change in the yaw angle of board 104. Forexample, the rider may pivot board 104 from a first orientation (asshown in dash double dot lines in FIG. 12) to a second orientation (asshown in solid lines in FIG. 12) about yaw axis A3, resulting in a yawangle change θ5. If in this second orientation, board 104 is alsooriented to have a pitch angle, then at step 634 of FIG. 6, thecircuitry may send an increased amount of power to motor 144 based onyaw angle change θ5 to increase the rotational rate of the rotor andthus tire 132.

FIGS. 7-12 show a process of operating vehicle 100. FIG. 7 shows therider on board 104 in a starting orientation. The starting orientationmay correspond to one of the rider's feet pressing downward on deckportion 120 to brace deck portion 120 against the ground, and the otherof the rider's feet positioned on deck portion 116. As shown, therider's right foot is pressing downward on deck portion 120, and therider's left foot is contacting deck portion 116. However, board 104 maybe configured to allow the rider to operate vehicle 100 in a “switch”stance, with their left foot on deck portion 120, and their right footon deck portion 116. In (or prior to) the starting position, the ridermay power-on vehicle 100 by pressing switch 266 (see FIG. 4). In thestarting position, circuitry of vehicle 100 may prevent or hinderrotation of the rotor relative to the stator (see FIG. 3), for example,by powering the electric coils with a relatively strong andsubstantially continuously constant current (and/or mechanically lockingand/or creating increased friction between the rotor and the stator),which may assist the rider in moving board 104 to the level orientation.The circuitry of vehicle 100 may be configured to remove this rotationalhindrance when orientation information from the sensors indicates thatboard 104 has been moved to the level orientation.

The rider may move board 104 to the level orientation, as shown in FIG.8, by shifting their weight to pivot board 104 about pitch axis A1.Movement of board 104 to the level orientation may initialize activebalancing of vehicle 100 via control loop 620 (see FIG. 6). In someembodiments, circuitry of vehicle 100 may be configured to initialize(or proceed to) loop 620 after board 104 has been maintained in thelevel orientation (or a range of orientations near the levelorientation) for a predetermined duration of time (e.g., 1 second),which may provide adequate delay for ensuring that the rider is incontrol of vehicle 100.

As indicated in FIG. 9, the rider may pivot board 104 about pitch axisA1 by angle 81 to move vehicle 100 “forward” (that is to the to theright in FIG. 9) via clockwise rotation provided by motor 144. The ridermay increase the clockwise rotation of motor 144, and thus the forwardspeed of vehicle 100 by further pivoting board 104 in a clockwisedirection, for example to produce pitch angle θ2.

As the rider increases the speed of vehicle 100 by pressing deck portion116 further toward the ground (e.g., to pitch angle 82), the poweroutput of motor 144 may approach a maximum power output. At the maximumoutput of motor 144, pressing deck portion 116 further toward the groundmay result in a front end of the board contacting the ground at arelatively high speed, which may result in an accident. To prevent alikelihood of such an accident, vehicle 100 may include a power marginindication feature configured to indicate to the rider a margin betweena current power output of motor 144 and the maximum power output ofmotor 144. For example, when the current power output of motor 144reaches a predetermined headroom threshold near the maximum power output(e.g., if motor 144 is being driven at a relatively high speed or rateand the rider pivots board 104 to pitch angle 82), circuitry of vehicle100 may be configured to send an increased pulse of power (e.g., inexcess of the headroom threshold, but less than or equal to the maximumpower output) to motor 144 to push back the rider and move the board 104back toward (and/or to) the level orientation (or in some embodiments,even further back). In some embodiments, the power margin indicator maycommunicate a relationship between the current power output and themaximum power output by emitting an audio signal (e.g., from the buzzer)or a visual signal (e.g., from a tachometer). In some embodiments, thepower margin indicator may be configured to similarly indicate a margin(or ratio) between the current power output and the maximum power outputwhen vehicle 100 is propelled in reverse, as shown in FIG. 10.

While pivoting board 104 to have a pitch angle with respect to the levelorientation, as shown in FIGS. 9 and 10, the rider may pivot board 104about roll axis A2, as is shown in FIG. 11, to modulate power to themotor.

Similarly, while pivoting board 104 to have a pitch angle with respectto the level orientation, the rider may pivot board 104 about yaw axisA3, as is shown in FIG. 12, to modulate power to the motor.

Illustrative Peripheral Systems and Software

In some embodiments, one or more electric vehicles, which may each besimilar to and/or include vehicle 100, may be monitored, altered, and/orcontrolled by one or more peripheral devices. Examples of such systemsand components thereof are shown in FIGS. 13-22.

FIG. 13 shows an illustrative system, generally indicated at 700. System700 may include vehicle 100 in communication with a wireless electronicdevice 710. Device 710 may be any suitable wireless electronic deviceincluding a transmitter TX and/or a receiver RX. For example, device 710may be a smartphone, a tablet computer, or any other wireless electronicdevice capable of wirelessly transmitting and/or receiving data.

Device 710 may be configured to wirelessly upgrade and/or alter firmwareof vehicle 100 (e.g., of microcontroller 269). For example, device 710may download an encrypted firmware package from a server 720 over anetwork, such as a cloud network. Device 710 may transmit the packagefrom a transmitter TX of device 710 to a receiver RX of vehicle 100. Insome embodiments, vehicle 100 may include a transmitter TX fortransmitting data regarding the operational status of vehicle 100 to areceiver RX of device 710. Reception of the data by device 710 mayprompt device 710 to download the package from server 720.

Device 710 may include a processor (or processor unit—see FIG. 23), astorage device (see FIG. 23), and a program (or software application)800 comprising a plurality of instructions stored in the storage device.The plurality of instructions may be executed by the processor toreceive data transmitted from vehicle 100, display the received datafrom vehicle 100 on a graphical user interface (GUI) of device 710,display a component configuration of vehicle 100 on the GUI of device710, transmit data to vehicle 100, reconfigure (or alter) one or morecomponents of vehicle 100, control one or more components of vehicle100, and/or perform one or more of the features depicted in FIGS. 14-20.

FIG. 14 depicts a schematic block diagram of various features which maybe included in application 800. Application 800 may include a ridingmode selector feature 802. Feature 802 may be configured to allow therider (or other user) to select and/or change a riding mode of vehicle100. For example, feature 802 may include a top speed limit selector804, a top acceleration limit selector 806, a control loop gain selector808, and/or a turn compensation parameter selector 810. Selector 804 mayallow a top speed limit of vehicle 100 (e.g., of the rotor relative tothe stator) to be selected (and/or set). For example, the rider may be anovice, in which case selector 804 may be used to set the top speedlimit to a relatively low speed, such as 2 miles per hour (MPH). At alater time and/or as the rider becomes more proficient in operating theelectric vehicle, the rider may use selector 804 to increase the topspeed limit (e.g., to 8 MPH). In another example, the electric vehiclemay be used by multiple users, at least one of which may be a novice,and at least one of which may be more experienced. Selector 804 may beused to set the top speed limit to a lower speed for the novice, and toa higher speed for the more experienced rider. Similarly, selector 806may be used to select a top acceleration limit of the electric vehicle(e.g., of the rotor relative to the stator).

Selector 808 may be configured to allow a gain of the control loop ofthe electric vehicle (e.g., see feedback control loop 620 in FIG. 6) tobe decreased, increased, or otherwise modulated. For example, the gainmay determine a rate at which the rotational rate of the rotor of motor144 is changed based on how much the lean angle (e.g., pitch angle) ofboard 104 has been changed. By using selector 808 to set the gain to alower level, a first change in the pitch angle may correspond to asmaller acceleration of the electric vehicle. By using selector to setthe gain to a higher level, the first change in the pitch angle maycorrespond to a larger acceleration of the electric vehicle. Setting thegain may include changing one or more gains of the PID control loop,such as a proportional gain (Kp), an integral gain (Ki), and/or aderivative gain (Kd). However, changing the proportional gain may moredramatically change a riding feel of the vehicle, as compared tochanging the integral gain and/or the derivative gain.

Selector 810 may be configured to allow one or more turn compensationparameters to be selected and/or set. For example, selector 810 mayallow the user to select whether the roll angle is used to modulate themotor command, and/or set a gain corresponding to a relationship betweenthe roll angle and modulation of the motor command. Similarly, selector810 may allow the user to select whether a yaw angle change is used tomodulate the motor command, and/or set a gain corresponding to arelationship between the yaw angle change and modulation of the motorcommand.

Application 800 may include a battery status feature 812. Feature 812may display on the GUI, or otherwise communicate to the user, an amountof available power remaining in the power supply (e.g., the one or morebatteries) of the electric vehicle. For example, feature 812 may displayremaining battery power as a percentage, and/or a distance correspondingto how far the remaining power may propel the electric vehicle. If theelectric vehicle is plugged into a recharging device for recharging thepower supply, then feature 812 may display (or communicate) a durationof time until the power supply is fully recharged.

Application 800 may include an odometer feature 814. Feature 814 maydisplay (or otherwise communicate) a total distance that the electricvehicle has been ridden or operated. For example, circuitry of theelectric vehicle may transmit data representative of a total number ofrevolutions of the tire of the electric vehicle to the wirelesselectronic device. The wireless electronic device may then display (orupdate) the distance communicated by feature 814 based on thetransmitted data.

Application 800 may include a lighting mode selector 816. The electricvehicle may include a plurality of lighting modes, such as a first,second, third, fourth, and fifth lighting modes. The first lighting modemay be configured to reversibly light the headlight/taillight assemblies(e.g., switch the color of the illuminators of the assemblies based onthe direction of movement of the electric vehicle). The second lightingmode may be configured to not reversibly light the headlight/taillightassemblies (e.g., not switch the colors based on the direction ofmovement). The third lighting mode may be configured to emit brighterlight from the headlight/taillight assemblies (e.g., for night timeriding). The fourth lighting mode may be configured to emit dimmer lightfrom the headlight/taillight assemblies (e.g., for daytime riding). Thefifth lighting mode may be configured to flash the illuminators of oneor both of the headlight/taillight assemblies (e.g., to increasevisibility of the electric vehicle).

Selector 816 may allow selection of one or more modes of the pluralityof lighting modes. For example, the rider may use selector 816 to selectthe first lighting mode and the third lighting mode, resulting in theheadlight/taillight assemblies being reversibly lit and emitting agreater amount of light. The rider may subsequently use selector 816 todeselect the third lighting mode, and select the fourth lighting mode todecrease power consumption of the electric vehicle. In some embodimentsselector 816 may be used to switch the headlight/taillight assembliesbetween ON and OFF modes.

Application 800 may include an informational feature 818. Feature 818may be configured to acquire diagnostic, service, error, and/ordebugging information from the electric vehicle, and display (orotherwise communicate) this information to the user. For example,feature 818 may acquire and/or display information (or data)representative of, indicative of, corresponding to, and/or associatedwith battery voltage, current amps, total amp-hours, regenerated orregen amp-hours (e.g., an amount of electric energy recovered throughregenerative braking), a current lean angle of the board, a safetymargin (e.g., representative of the current power output of the motorrelative to the maximum power output of the motor, such as the currentpower output represented as a percentage of the maximum power output), acurrent motor temperature, a history of motor temperatures, totalbattery cycles, and/or an indication of an operational status of any ofthe foregoing.

Application 800 may include a security feature 820. Feature 820 may beconfigured to prevent unauthorized use of the electric vehicle. Forexample, feature 820 may be configured to toggle the electric vehiclebetween an enabled mode and a disabled mode. The enabled mode may allowthe motor of the electric vehicle to be powered. The disabled mode mayprevent the motor of the electric vehicle from being powered (and/orelectrically and/or mechanically lock the rotor relative to the stator).

In some embodiments, an owner and/or an authorized rider of a particularelectric vehicle (or set of electric vehicles) may be issued a personalidentification number (PIN) corresponding that particular electricvehicle (or set of electric vehicles), in which case feature 820 mayallow the owner and/or the authorized rider to input the PIN to togglethe electric vehicle between the enabled and disabled modes. In someembodiments, a predefined relatively close proximity of a wirelesselectronic device with an authorized PIN to a corresponding electricvehicle may toggle the electric vehicle to the enable mode. In someembodiments, removal of the wireless electronic device with theauthorized PIN from the predefined relatively close proximity may togglethe electric vehicle to the disable mode.

Feature 820 may allow the predefined relatively close proximity to beadjusted. For example, feature 820 may allow the authorized user toswitch the proximity between a relatively short distance (e.g., 5meters) and a relatively long distance (e.g., 50 meters). Setting theproximity to the short distance may be suitable for personal use.Setting the proximity to the long distance may be suitable forsituations in which the electric vehicle is being used by another party,such a renter or a friend. In some embodiments, feature 820 may togglethe electric vehicle to the disable mode when a measured distancebetween the wireless electronic device and the electronic vehicle isindicative of the wireless electronic device not being carried by arider of the electronic vehicle. Proximity of the wireless electronicdevice (or distance there between) may be measured or estimated by anysuitable apparatus, mechanism, device, or system, such as a globalpositioning system (GPS) or one or more other suitable proximitysensors. Application 800 may include a notification feature 822. Feature822 may receive a notification from the electric vehicle that theelectric vehicle has been turned on (or powered-up). Feature 822 mayreceive a notification from the electric vehicle when power in the powersupply reaches a predefined level, such as at or below 20%. Feature 822may display (or otherwise communicate) one or more of thesenotifications to the user.

Application 800 may include a navigation feature 824. Feature 824 maydisplay a map of routes taken by the electric vehicle. The map mayinclude vehicle statistics, such as average speed for one or more of theroutes, a top speed for one or more of the routes, a top cornering speedfor one or more of the routes, and/or a top acceleration for one or moreof the routes. The routes may be identified based at least in part onGPS tracking of either the vehicle or the wireless electronic device, ortracking via another suitable system. The vehicle statistics may bedetermined based at least in part on motor controller informationtransmitted from the vehicle to the wireless electronic device.

Feature 824 may allow the user to share the map, one or more particularroutes, and/or data corresponding thereto with one or more other partiesvia one or more social networks, such as FACEBOOK® or TWITTER®. Feature824 may display a map of a user's current location, and overlay on themap of a circle (or other shape) indicative of how far the electricvehicle can travel (e.g., vehicle range) given a current power level inof the power supply. The map may show locations of nearby chargingstations. The charging stations may include public electric vehiclecharging stations and/or locations of individual electric vehicleenthusiasts who have been previously identified as allowing others toplug into electrical outlets at their respective homes or businesses.

Application 800 may include a training feature 826. Feature 826 may beconfigured to guide a rider through a learning progression regardingvarious features of the electric vehicle. The learning progression mayinclude a series of instructional videos. Each of the instructionalvideos may be related to a different feature of the electric vehicle.Each video may be followed by one or more guided exercises. If the ridersuccessfully completes the one or more guided exercises, then feature826 may unlock a new feature of the electric vehicle. The new featuremay be a feature that was previously unavailable to the rider.

FIG. 15 shows an exemplary screenshot of a home screen 900 of thesoftware application. As shown, screen 900 may include a field 902.Field 902 may show a percentage of battery power remaining (in thisexample 88%), and may depict this percentage in a bar graph. Screen 900may include a field 904 displaying an estimated vehicle range (in thiscase 5.3 miles) that the electric vehicle may travel based on thepercentage of battery power remaining. Fields 902 and/or 904 may be anexample of feature 812.

Screen 900 may include a riding mode selector field 906. Field 906 maybe an example of feature 802. Field 906 may allow the user to select oneof a plurality of riding modes, such as a learn mode, a speed mode, or atrick mode. The learn mode may be suitable for use by a novice riderwhen learning how to operate the electric vehicle. For example, thelearn mode may correspond to a lower top speed limit, a lower topacceleration limit, and/or relatively low (or no) turn compensation. Thespeed (or commute) mode may be suitable for riders who desire to quicklytravel on the electric vehicle from one place to another. For example,the speed mode may correspond to a higher top speed limit, a higher topacceleration limit, and/or moderate turn compensation. The trick modemay be suitable for riders who desire to perform various tricks on theelectric vehicle. For example, the trick mode may correspond to amoderate top speed limit, a higher top acceleration limit, and/or higherturn compensation.

The user may select the learn mode by tapping on a learn field 908, theuser may select the speed mode by tapping on the speed field 910, andthe user may select the trick mode by tapping on a trick field 912.Selection of one of the modes may correspond to a de-selection of one ormore of the other modes.

Selection of a riding mode may result in display of a field 914. Field914 may show one or more operational parameters of the selected ridingmode. For example, if the speed mode is selected, as shown in FIG. 15,then field 914 may show a top speed field 916, an acceleration field918, a corning field 920, and a range field 922. Field 916 may depict atop speed limit for the speed mode and/or enable the user to set the topspeed limit for the speed mode. Field 918 may depict a top accelerationlimit for the speed mode and/or enable the user to set the topacceleration limit for the speed mode. Field 920 may depict and/orenable the user to set a rate at which modulation of the roll angleand/or the yaw angle is factored into modulation of the rotational rateof the rotor about the pitch axis. Field 922 may depict how one or moreoperational parameters (or settings) of the speed mode may affect arange that the electric vehicle can travel. For example, if theoperational parameters consume a greater amount of energy, then field922 may indicate a shorter range, as shown. Similarly, field 914 maydepict and/or enable one or more similar operational parameters to beset for the learn and trick modes.

Screen 900 may include a lighting mode field 924. Field 924 may be anexample of feature 816. Field 924 may enable the user to toggle theheadlight/taillight assemblies between two or more lighting modes, suchas an OFF mode and an ON mode. The OFF mode may correspond to theilluminators of the headlight/taillight assemblies not emitting light.The ON mode may correspond to the illuminators of theheadlight/taillight assemblies emitting light.

Screen 900 may include an indicator 926. Indicator 926 may indicate howor through what protocol device 710 is connected to vehicle 100 (seeFIG. 13). As indicated in FIG. 15, device 710 may be connected to (e.g.,in communication with) vehicle 100 via Bluetooth protocol. However, inother embodiments, the wireless electronic device may connect to theelectric vehicle via another protocol suitable for transmitting data,preferably wirelessly, from one circuit to another.

Screen 900 (and other screens of application 800) may include one ormore icons that allow a user to switch between various features ofapplication 800. For example, the screens of application 800 may includeicons 928, 930, 932, 934. Icon 928 may be a riding-mode/home screenicon, which when tapped (or otherwise selected) by the user may switchapplication 800 to screen 900. Icon 930 may be a navigation icon, whichwhen selected by the user may switch application 800 to one or morenavigation screens. For example, selection of icon 930 may result indisplay of a menu that allows the user to choose either of screens 1000or 1100 (see FIGS. 16 and 17). Icon 932 may be a configuration icon,which when selected by the user may display features 818 and/or 820 (seeFIG. 14) on a screen 1200 (see FIG. 18). Icon 934 may be a trainingicon, which when selected by the user may switch application 800 to oneor more training screens. The one or more training screens may progressthrough one or more operations, examples of which are shown in FIGS. 19and 20.

In FIG. 16, screen 1000 depicts an example of navigation feature 824(see FIG. 14). As shown in FIG. 16, screen 1000 may display a map,generally indicated at 1004. Map 1004 may show one or more routestraveled by vehicle 100, such as a first route 1008 (shown in dashdouble dot lines), a second route 1012 (shown in dash dot lines), and athird route 1016 (shown in dashed lined). For one or more of the routes,map 1004 may display one or more statistics for the electric vehiclealong the respective route. For example, map 1004 may display an averagespeed statistic (e.g., 6 MPH) for the electric vehicle along route 1008,a location at which the electric vehicle achieved a top (or maximum)cornering speed, a location at which the electric vehicle achieved a topacceleration, and a location at which the electric vehicle achieved atop speed. Values of the top cornering speed, acceleration, and speedmay be displayed on map 1004 (e.g., proximal the associated locations).Similarly, map 1004 may display statistics for routes 1012, 1016. Insome embodiments, map 1004 may simultaneously display statistics for allof the routes shown. In some embodiments, map 1004 may displaystatistics for only a subset of the routes, which may be selected by theuser. In some embodiments, map 1004 may allow selective display and/orsharing of specific routes (e.g., by tapping on a specific route toaccess display and/or sharing controls for that specific route).

In FIG. 17, screen 1100 depicts another example of navigation feature824 (see FIG. 14). As shown in FIG. 17, screen 1100 may display a map,generally indicated at 1104. Map 1104 may show a current position of theelectric vehicle. Feature 824 may overlay a circle 1108 (or other shape,outline, or perimeter) on map 1104 to indicate how far the electricvehicle can travel (e.g., a range of the electric vehicle) based on acurrent power level in the power supply of the electric vehicle. Map1104 may depict locations (and/or proximities) of one or more chargingstations. For example, map 1104 shows two charging stations locatedwithin circle 1108, and one charging station located outside of circle1108. Display of the current position of the electric vehicle, thelocations of the charging stations, and/or circle 1108 may help the userto determine a direction of travel, and/or whether to visit a particularcharging station to re-charge the power supply of the electric vehicle.For example, based on map 1104, the user may decide to travel to one ofthe charging stations located within circle 1108.

In some embodiments, map 1104 of FIG. 17 may include map 1004 of FIG.16. For example, map 1104 may include a display of routes taken by theelectric vehicle and statistics for those routes.

FIG. 18 is a schematic of screen 1200 including features 818, 820.Screen 1200 (and/or other screens of the application) may include animage 1204, which may rotate based on the lean angle (e.g., pivot, roll,and/or yaw angles) of the electric vehicle. For example, rotation ofimage 1204 may be based on sensor information (or orientationinformation) from the electric vehicle gyro and accelerometer. Forexample, the software application may receive a signal indicative ofsensor information corresponding to the electric vehicle moving from theorientation shown in FIG. 7 to the orientation shown in FIG. 8. Inresponse to this signal, the software application may correspondinglyrotate a display of image 1204 from a first position (shown in solidlines) to a second position (shown in dashed double dot lines). Thesoftware application may similarly rotate image 1204 to indicatemovement about the roll axis and/or the yaw axis. As shown in FIG. 18,image 1204 is an image of the electric vehicle. However, in otherembodiments, the image may be an image of another object or shape, or animage of a texture.

Rotation of image 1204 may enable the user to remotely view movement ofthe electric vehicle, and/or conveniently visualize an accuracy ofsensor information. For example, rotation of image 1204 may enable theuser to verify and/or otherwise interpret information provided byfeature 818. As described above, feature 818 may display diagnostic,service, error, and/or debugging information to the user. For example,the user may manually tilt the electric vehicle, and visually verifythat circuitry in the electric vehicle is accurately calculating thelean angle by visually comparing a tilt of image 1204 to the actualelectric vehicle.

Rotation of image 1204 may increase a security of the electric vehicle.For example, rotation of image 1204 may indicate that an unauthorizedparty is moving the electric vehicle, in which case the user may accessfeature 820 to toggle the electric vehicle from the enable mode to thedisable mode to prevent unauthorized use of the electric vehicle.

In some embodiments image 1204 may be a background image of the softwareapplication. For example, image 1204 may be displayed “behind” either offeatures 818, 820. In some embodiments, image 1204 may appear on one ormore of the screens of the software application when the softwareapplication receives a signal indicating that the electric vehicle hasbeen powered on, which may increase the security of the electricvehicle. In some embodiments, image 1204 may disappear from one or moreof the screens of the software application when the software applicationreceives a signal indicating that the electric vehicle has been poweredoff.

First Illustrative Method for Instructing a User

FIG. 19 depicts multiple steps of a method, generally indicated at 1300,which may be performed by the software application, such as by trainingfeature 826 (see FIG. 14). Although various steps of method 1300 aredescribed below and depicted in FIG. 19, the steps need not necessarilyall be performed, and in some cases may be performed in a differentorder than the order shown.

Method 1300 may include a step 1302 of providing a first set ofinstructions to the user. The first set of instructions may relate to afirst product feature of the electric vehicle, such as basic balancing.The first set of instructions may include text, audio, and/or videoinstructions provided by the software application on the wirelesselectronic device to the user. For example, providing the first set ofinstructions may involve displaying an instructional video to the userto educate the user in how to execute a first process related to basicbalancing, such as pivoting the board from a starting position (see FIG.7) with one end of the board on the ground, to the level orientation(see FIG. 8) to activate the feedback control loop.

Method 1300 may include a step 1304 of guiding the user through a firstexercise related to the first product feature. For example, at step1304, the software application may (through text, audio, and/or video)direct the user to execute the first process. For example, at step 1304the software application may be configured to emit voice instructionsthrough a speaker in the wireless electronic device. The voiceinstructions may direct the user to position the board in the startingposition, place their feet on the first and second footpads, and/or movethe board to the level orientation.

Method 1300 may include a step 1306 of determining whether the firstexercise was successfully performed (or completed). At step 1306 asignal may be sent from the electric vehicle to the wireless electronicdevice. The signal may include information from which the softwareapplication may determine whether the first exercise was successfullyperformed, such as sensor information and/or other information from themicrocontroller of the electric vehicle. Based on the signal, thesoftware application may determine whether the first exercise wassuccessfully performed.

At step 1306, if it is determined that the first exercise was notsuccessfully performed (e.g., that the board was not moved to the levelorientation), then method 1300 may return to step 1302 and the first setof instructions and/or a set of instructions similar to the first setmay be provided to the user on the wireless electronic device by thesoftware application.

However, if it is determined at step 1306 that the first exercise wassuccessfully performed, then method 1300 may proceed to a step 1308 ofunlocking a second product feature of the electric vehicle. The secondproduct feature may be a feature of the electric vehicle that waspreviously disabled. The second product feature may be generally moredifficult to operate than the first product feature, and/or a productfeature that is more complex and/or builds upon a function of the firstproduct feature. For example, the second product feature may be asustained forward motion feature that involves maintaining a pitch angleof the board to propel the board forward, as is shown in FIG. 9.

As shown in FIG. 19, method 1300 may include a step 1310 of providing asecond set of instructions to the user. The second set of instructionsmay relate to the second product feature. For example, at step 1310, thesoftware application may provide an instructional video on the wirelesselectronic device that shows the user how to hold the front foot paddown to drive the electric vehicle forward, and how to allow the boardto return to the level orientation to bring the electric vehicle to astop.

Similar to respective steps 1304, 1306, method 1300 may include a step1312 of guiding the user through a second exercise related to the secondproduct feature, and a step 1314 of determining whether the secondexercise was successfully performed. At step 1314, if it is determinedthat the second exercise was not successfully performed, then method1300 may return to step 1310. However, if it is determined at step 1314that the second exercise was successfully performed, then method 1300may proceed to a step 1316 of unlocking a third product feature. Thethird product feature may be more complex than the first and secondproduct features, and/or may require operational knowledge of the firstand/or second product features in order to be safely performed.

Second Illustrative Method for Instructing a User

FIGS. 20A and 20B are respective first and second parts a flowchart, andare referred to collectively as FIG. 20.

FIG. 20 depicts multiple steps of a method, generally indicated at 1400,which may be performed by the software application, such as by trainingfeature 826 (see FIG. 14). For example, method 1400 may be an embodimentof method 1300 of FIG. 19. Although various steps of method 1400 aredescribed below and depicted in FIG. 20, the steps need not necessarilyall be performed, and in some cases may be performed in a differentorder than the order shown.

As shown, method 1400 may include a step 1402 of displaying a basicbalancing instructional video. At step 1402, the basic balancinginstructional video may be displayed on the wireless electronic deviceby the software application to the rider (or user).

Method 1400 may include a step 1404 of guiding the rider through a basicbalancing exercise. For example, at step 1404, the software applicationmay direct the rider to perform the basic balancing exercise on theelectric vehicle. In some embodiments, the software application maydetermine whether the basic balancing exercise was successfullyperformed.

Method 1400 may include a step 1406 of unlocking a slow-speed (e.g., 2MPH) forward motion feature and a stopping feature. In some embodiments,the software application may unlock the slow-speed forward motionfeature after (or only after) it has been determined that the basicbalancing exercise was successfully performed (or completed).

Method 1400 may include a step 1408 of displaying a forward motion andstopping instructional video, and a step 1410 of guiding the riderthrough a forward motion and stopping exercise. In some embodiments, thesoftware application may determine whether the forward motion andstopping exercise was successfully performed.

Method 1400 may include a step 1412 of unlocking a toe-side turningfeature, such as modulation of the rotational rate of the rotor of themotor based on pivotation of the board about the roll axis in adirection opposite to that shown in FIG. 11. In some embodiments, thesoftware application may unlock the toe-side turning feature after (oronly after) it has been determined that the forward motion and stoppingexercise was successfully performed.

Method 1400 may include a step 1414 of displaying a toe-side turninginstructional video, and a step 1416 of guiding the rider through atoe-side turning exercise. In some embodiments, the software applicationmay determine whether the toe-side turning exercise was successfullyperformed.

Method 1400 may include a step 1418 of unlocking a higher speed feature,such as forward motion at a speed of up to 8 MPH. In some embodiments,the software application may unlock the higher speed feature after (oronly after) it has been determined that the toe-side turning exercisewas successfully performed.

Method 1400 may include a step 1420 of displaying a speed modulationinstructional video. For example, the speed modulation instructionalvideo may show the rider a speed modulation process of increasing thepitch angle to increase the speed of the electric vehicle, anddecreasing the pitch angle to decrease the speed of the electricvehicle.

Method 1400 may include a step 1422 of guiding the rider through a speedmodulation exercise. For example, at step 1422, the software applicationmay direct the rider to perform one or more steps of the speedmodulation process.

Method 1400 may include a step 1424 of unlocking a reversing feature,such as reverse motion as a result to maintaining the rear foot padbelow the level orientation, as shown in FIG. 10. In some embodiments,the software application may unlock the reverse motion feature after (oronly after) it has been determined that the speed modulation exercisewas successfully performed.

Method 1400 may include a step 1426 of displaying a reversinginstructional video, and a step 1428 of guiding the rider through areversing exercise. In some embodiments, the software application maydetermine whether the reversing exercise was successfully performed.

Similar to step 1412, 1414, 1416, method 1400 may include a step 1430 ofunlocking a heel-side turning feature, a step 1432 of displaying aheel-side turning instructional video, and a step 1434 of guiding therider through a heel-side turning exercise, an example of which is shownin FIG. 11.

Method 1400 may include a step 1436 of unlocking a full speed feature,such as forward and/or reverse motion at a speed of up to 12 MPH. Insome embodiments, the software application may unlock the full speedfeature after (or only after) it has been determined that the heel-sideturning exercise was successfully performed. Method 1400 may include astep 1438 of displaying a carving instructional video, which may showthe rider how to make high-speed turns using modulation of one or moreof the roll and yaw angles to module the rotational rate of the rotorrelative to the stator.

Method 1400 may include a step 1440 of guiding the rider through acarving exercise, in which the rider may be instructed to complete aplurality of turns at relatively high speeds through modulation of theroll and/or yaw angles.

Method 1400 may include a step 1442 of awarding a certificate oftraining completion (or virtual certificate) to the rider. Awarding thecertificate may be based upon whether it was determined by the softwareapplication that the carving exercise, and/or any of the otherexercises, were successfully completed. In some embodiments, method 1400may include awarding a certificate based on successful performance ofone or more of the previously performed exercises, at any of steps 1404,1410, 1416, 1422, 1428, 1434. For example, step 1418 may includeunlocking the higher speed feature and awarding a certificate based onsuccessful completion of the toe-side turning exercise.

Illustrative Communication Systems

FIG. 21 shows a system, generally indicated at 1500. System 1500 mayinclude electric vehicle 100 and an electric vehicle 1502, which may besimilar to vehicle 100, in communication with wireless electronic device710. For example, vehicle 1502 may include a transmitter and a receiversimilar to those of vehicle 100 (see FIG. 13), that are capable ofestablishing a wireless data-communication link between device 710 andvehicle 1502. System 1500 may be desirable in a situation in which oneuser wishes to wirelessly connect to both of vehicles 100, 1502 tomonitor and/or alter a configuration of either of vehicles 100, 1502.For example, the one user may be a parent who may be riding vehicle 100,and a child of the parent may be riding vehicle 1502. The wirelessdata-communication link formed between device 710 and vehicles 100, 1502may enable the parent, while riding with the child, to alter the ridingmode of vehicle 1502 to match the abilities of the child and to alterthe riding mode of vehicle 100 to match a power consumption of vehicle100 to that of vehicle 1502.

System 1500 may enable device 710 to monitor and/or alter the respectiveconfigurations of vehicles 100, 1502, either independently orsubstantially simultaneously. For example, a technician may operatedevice 710 to update the respective firmware of vehicles 100, 1502 atsubstantially the same time, or may enable the technician tosequentially update vehicles 100, 1502.

In some embodiments, system 1500 may enable the technician or otheruser, to reconfigure the electrical components of vehicle 1502 to matcha configuration of the electrical components of vehicle 100. Forexample, a rider of vehicle 1502 may be friends with a rider of vehicle100. Vehicle 100 may have a configuration (e.g., a particular gain,and/or other settings) that the rider of vehicle 1502 desires to applyto vehicle 1502, in which case, either of the riders may use device 710to read the configuration of vehicle 100 (e.g., via the softwareapplication), and to reconfigure vehicle 1502 accordingly. In someembodiments, the software application may include a feature thatautomatically reconfigures vehicle 1502 to match a configuration ofvehicle 100.

FIG. 22 shows a system, generally indicated at 1600. System 1600 mayinclude vehicle 100 in communication with device 710, and a wirelesselectronic device 1610. A first wireless data-communication link may beformed between device 710 and vehicle 100, and a second wirelessdata-communication link may be formed between device 1610 and vehicle100. Device 1610 may be similar to device 710. For example, device 1610may be running a software application similar to application 800 (seeFIG. 14). System 1600 may be useful for coaching a rider of vehicle 100.For example, a trainee may be holding device 710 and may be positionedon vehicle 100, and a trainer may be holding device 1610 and may bepositioned remote from vehicle 100. The trainee may use the softwareapplication running on device 710 to monitor and/or alter aconfiguration of vehicle 100 and/or receive training information viafeature 826 (see FIG. 14). The trainer may use the software applicationrunning on device 1610 to similarly monitor and/or alter a configurationof vehicle 100 and/or send training information to device 710 viavehicle 100. In some embodiments, devices 710, 1610 may be in directcommunication with one another via one or more wirelessdata-communication links, and the trainee and the trainer may monitorand/or alter a configuration of vehicle 100 through a mutualdata-communication link established between one of the devices and theelectric vehicle, and/or mutually share training information.

Illustrative Data Processing System

FIG. 23 depicts a data processing system 2300, also referred to as acomputer, in accordance with aspects of the present disclosure. In thisexample, data processing system 2300 is an illustrative data processingsystem for implementing one or more of the operations and/or functionsdepicted in FIGS. 1-22, and 24-29 and/or described in relation thereto.More specifically, in some examples, devices that are embodiments ofdata processing systems (e.g., onboard computers, chips, and electronicsystems) may be programmed or otherwise configured to carry outfunctions such as motor control, hysteresis algorithms, rider presenceinformation signal processing, power supply management, microcontrolleroperations, and/or sensor control.

Data processing system 2300 may include a communications framework 2302.Communications framework 2302 provides communications between aprocessor unit 2304, a memory 2306, a persistent storage 2308, acommunications unit 2310, an input/output (I/O) unit 2312, and a display2314. Memory 2306, persistent storage 2308, communications unit 2310,input/output (I/O) unit 2312, and display 2314 are examples of resourcesaccessible by processor unit 2304 via communications framework 2302.

Processor unit 2304 serves to run instructions for software that may beloaded into memory 2306. Processor unit 2304 may be a number ofprocessors, a multi-processor core, or some other type of processor,depending on the particular implementation. Further, processor unit 2304may be implemented using a number of heterogeneous processor systems inwhich a main processor is present with secondary processors on a singlechip. As another illustrative example, processor unit 2304 may be asymmetric multi-processor system containing multiple processors of thesame type.

Memory 2306 and persistent storage 2308 are examples of storage devices2316. A storage device is any piece of hardware that is capable ofstoring information, such as, for example, without limitation, data,program code in functional form, and other suitable information eitheron a temporary basis or a permanent basis.

Storage devices 2316 also may be referred to as computer readablestorage devices in these examples. Memory 2306, in these examples, maybe, for example, a random access memory or any other suitable volatileor non-volatile storage device. Persistent storage 2308 may take variousforms, depending on the particular implementation.

For example, persistent storage 2308 may contain one or more componentsor devices. For example, persistent storage 2308 may be a hard drive, aflash memory, a rewritable optical disk, a rewritable magnetic tape, orsome combination of the above. The media used by persistent storage 2308also may be removable. For example, a removable hard drive may be usedfor persistent storage 2308.

Communications unit 2310, in these examples, provides for communicationswith other data processing systems or devices. In these examples,communications unit 2310 is a network interface card. Communicationsunit 2310 may provide communications through the use of either or bothphysical and wireless communications links.

Input/output (I/O) unit 2312 allows for input and output of data withother devices that may be connected to data processing system 2300. Forexample, input/output (I/O) unit 2312 may provide a connection for userinput through a keyboard, a mouse, and/or some other suitable inputdevice. Further, input/output (I/O) unit 2312 may send output to aprinter. Display 2314 provides a mechanism to display information to auser.

Instructions for the operating system, applications, and/or programs maybe located in storage devices 2316, which are in communication withprocessor unit 2304 through communications framework 2302. In theseillustrative examples, the instructions are in a functional form onpersistent storage 2308. These instructions may be loaded into memory2306 for execution by processor unit 2304. The processes of thedifferent embodiments may be performed by processor unit 2304 usingcomputer-implemented instructions, which may be located in a memory,such as memory 2306.

These instructions are referred to as program instructions, programcode, computer usable program code, or computer readable program codethat may be read and executed by a processor in processor unit 2304. Theprogram code in the different embodiments may be embodied on differentphysical or computer readable storage media, such as memory 2306 orpersistent storage 2308.

Program code 2318 is located in a functional form on computer readablemedia 2320 that is selectively removable and may be loaded onto ortransferred to data processing system 2300 for execution by processorunit 2304. Program code 2318 and computer readable media 2320 formcomputer program product 2322 in these examples. In one example,computer readable media 2320 may be computer readable storage media 2324or computer readable signal media 2326.

Computer readable storage media 2324 may include, for example, anoptical or magnetic disk that is inserted or placed into a drive orother device that is part of persistent storage 2308 for transfer onto astorage device, such as a hard drive, that is part of persistent storage2308. Computer readable storage media 2324 also may take the form of apersistent storage, such as a hard drive, a thumb drive, or a flashmemory, that is connected to data processing system 2300. In someinstances, computer readable storage media 2324 may not be removablefrom data processing system 2300.

In these examples, computer readable storage media 2324 is a physical ortangible storage device used to store program code 2318 rather than amedium that propagates or transmits program code 2318. Computer readablestorage media 2324 is also referred to as a computer readable tangiblestorage device or a computer readable physical storage device. In otherwords, computer readable storage media 2324 is a media that can betouched by a person.

Alternatively, program code 2318 may be transferred to data processingsystem 2300 using computer readable signal media 2326. Computer readablesignal media 2326 may be, for example, a propagated data signalcontaining program code 2318. For example, computer readable signalmedia 2326 may be an electromagnetic signal, an optical signal, and/orany other suitable type of signal. These signals may be transmitted overcommunications links, such as wireless communications links, opticalfiber cable, coaxial cable, a wire, and/or any other suitable type ofcommunications link. In other words, the communications link and/or theconnection may be physical or wireless in the illustrative examples.

In some illustrative embodiments, program code 2318 may be downloadedover a network to persistent storage 2308 from another device or dataprocessing system through computer readable signal media 2326 for usewithin data processing system 2300. For instance, program code stored ina computer readable storage medium in a server data processing systemmay be downloaded over a network from the server to data processingsystem 2300. The data processing system providing program code 2318 maybe a server computer, a client computer, or some other device capable ofstoring and transmitting program code 2318.

The different components illustrated for data processing system 2300 arenot meant to provide architectural limitations to the manner in whichdifferent embodiments may be implemented. The different illustrativeembodiments may be implemented in a data processing system includingcomponents in addition to and/or in place of those illustrated for dataprocessing system 2300. Other components shown in FIG. 23 can be variedfrom the illustrative examples shown. The different embodiments may beimplemented using any hardware device or system capable of runningprogram code. As one example, data processing system 2300 may includeorganic components integrated with inorganic components and/or may becomprised entirely of organic components excluding a human being. Forexample, a storage device may be comprised of an organic semiconductor.

In another illustrative example, processor unit 2304 may take the formof a hardware unit that has circuits that are manufactured or configuredfor a particular use. This type of hardware may perform operationswithout needing program code to be loaded into a memory from a storagedevice to be configured to perform the operations.

For example, when processor unit 2304 takes the form of a hardware unit,processor unit 2304 may be a circuit system, an application specificintegrated circuit (ASIC), a programmable logic device, or some othersuitable type of hardware configured to perform a number of operations.With a programmable logic device, the device is configured to performthe number of operations. The device may be reconfigured at a later timeor may be permanently configured to perform the number of operations.Examples of programmable logic devices include, for example, aprogrammable logic array, a programmable array logic, a fieldprogrammable logic array, a field programmable gate array, and othersuitable hardware devices. With this type of implementation, programcode 2318 may be omitted, because the processes for the differentembodiments are implemented in a hardware unit.

In still another illustrative example, processor unit 2304 may beimplemented using a combination of processors found in computers andhardware units. Processor unit 2304 may have a number of hardware unitsand a number of processors that are configured to run program code 2318.With this depicted example, some of the processes may be implemented inthe number of hardware units, while other processes may be implementedin the number of processors.

In another example, a bus system may be used to implement communicationsframework 2302 and may be comprised of one or more buses, such as asystem bus or an input/output bus. Of course, the bus system may beimplemented using any suitable type of architecture that provides for atransfer of data between different components or devices attached to thebus system.

Additionally, communications unit 2310 may include a number of devicesthat transmit data, receive data, or both transmit and receive data.Communications unit 2310 may be, for example, a modem or a networkadapter, two network adapters, or some combination thereof. Further, amemory may be, for example, memory 2306, or a cache, such as that foundin an interface and memory controller hub that may be present incommunications framework 2302.

The flowcharts and block diagrams described herein illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousillustrative embodiments. In this regard, each block in the flowchartsor block diagrams may represent a module, segment, or portion of code,which comprises one or more executable instructions for implementing thespecified logical function or functions. It should also be noted that,in some alternative implementations, the functions noted in a block mayoccur out of the order noted in the drawings. For example, the functionsof two blocks shown in succession may be executed substantiallyconcurrently, or the functions of the blocks may sometimes be executedin the reverse order, depending upon the functionality involved.

Illustrative Rider Detection Devices, Systems, and Methods

As shown in FIGS. 24-28, this section describes illustrative riderdetection systems and methods. These rider detection systems and methodsrelate to various examples of the rider detection device described above(i.e., device 262).

FIGS. 24 and 25 depict an illustrative pressure-sensing transducersuitable for use in a rider detection system. FIG. 26 is an overheadview of a similar pressure-sensing transducer. FIG. 27 is an overheadview of an electric vehicle, including multiple such transducers incorresponding deck portions. FIG. 28 is a schematic sectional view ofthe system of FIG. 27.

In general, a rider detection device, system, or sensor for a personalelectric vehicle having zero or more ground-contacting elements (e.g.,wheels) may comprise a flexible, resilient, or rigid circuit having oneor more sensing elements integrated into a single substrate. The riderdetection sensor includes a pressure-sensing transducer configured toconvert a sensed force or pressure into an electrical signal. Apressure-sensing transducer may have one or more fully conductive layersand/or one or more partially conductive layers. In some examples, apartially conductive layer may be proportionally conductive, such thatthe conductivity of the layer is proportional to the applied pressure orforce. In some examples, e.g., where one or more of the layers arepartially conductive, the sensing element(s) may include aforce-sensitive resistor, such as the Force Sensing Resistor® producedby Sensitronics, LLC. A layer in this context may have a width andlength substantially greater than its thickness or depth. Accordingly,such a layer may be described as an expanse.

A force-sensitive resistor (FSR) includes a material or layer thatpredictably changes electrical resistance in response to a force beingapplied to the layer. More specifically, the electrical resistance of aforce-sensitive resistor decreases as force is applied, e.g.,proportionally. Force-sensitive resistors may include one or moreconductive polymers. In some examples, a force-sensitive resistormaterial may take the form of a polymer sheet, a polymer layer, or aprintable ink. Printable force-sensitive resistor inks may be screenprinted or otherwise applied onto a film substrate, such as apolyethylene terephthalate (PET) film. In some examples, the term FSRmay be used to describe the specific layer of a transducer thatincludes, for example, the conductive polymer. In some examples, theterm FSR may be used to refer to a transducer that includes one or morelayers of FSR material.

The rider detection sensor, which may be constructed using printedcircuit fabrication processes, may include a transducer having one ormore conductive layers. For example, a pair of fully and/orproportionally conductive layers may be spaced from and face each other.At least one of the two layers may be resilient or flexible, such thatthe layer is displaced when a force is applied, thereby contacting theother layer and completing an electrical circuit. As mentioned above,one of the layers may include a force-sensitive resistor, such that theelectrical conductivity of that layer is variable depending on the forceapplied (e.g., the layer resistance is proportional to the forceapplied). In examples that include a force sensitive resistor, thetransducer as a whole will be proportionally responsive to an appliedpressure. In examples that include only fully conductive layers, thetransducer response will be substantially binary (i.e., on/off).

A layer of the rider detection sensor may have relatively smalldisplacement, such that the displacement is not detectable by the rider.For example, deflection or displacement of a sensor may be in a range ofabout 0.005 to 0.020 inches. More specifically, when a rider appliesactivation force or pressure to a sensor, a separation distance betweenlayers may be reduced by about 0.005 to 0.020 inches. This amount is forillustration only, and other separation and/or displacement distancesmay be appropriate. Deactivation of the rider detection sensor element(e.g., by removal of activation pressure or force) may result in theassociated conductive layers moving relative to one another to restorethe separation distance. For example, as described above, one or bothlayers may comprise a resilient material.

In some examples, an FSR-type transducer will be used to facilitate amore robust rider sensing system. For example, various factors may causea baseline amount of pressure to be placed upon the rider detectionsensor, such as the application of additional layers of material aboveand/or below the sensor. One advantage an FSR will have in thissituation, as opposed to a purely binary sensor, is its proportionalresponse. Although the sensor may be activated to some degree by thebaseline pressure, the FSR will only become partially conductive.Accordingly, a threshold level can be set, above which the sensor willindicate a rider's presence, and below which the sensor will indicatethat no rider is present. This threshold can be set above the baselinelevel, to avoid false positive readings.

In some examples, the rider detection sensor may be madeweather-resistant by encasing the rider detection sensor or transducerelement in a waterproof enclosure, e.g., using waterproof bonding. Anair- or vapor-permeable, water-impermeable vent, such as a Gore vent,may be included to allow the rider detection sensor to equilibrate tochanges in atmospheric pressure while maintaining waterproof sealing.One suitable example of such a vent is a TEMISH® venting system, S-NTFseries, produced by the Nitto Denko Corporation.

In some examples, multiple sensing zones (e.g., each defined by arespective sensing transducer) may be included on a single riderdetection sensor. The use of multiple zones may enable increasedaccuracy, better responsiveness to different sources of pressure, and/orcan allow different conditions to begin operation, continue operation,and/or halt operation of the vehicle.

In one example, a vehicle such as a self-stabilizing skateboard mayinclude first and second sensor zones having associated active areasunder the rider's heel and toe. For example, the first and second sensorzones may be separated from one another by a gap or other regionextending substantially parallel to a direction of travel of theskateboard and/or substantially perpendicular to a pitch axis of acentrally disposed wheel of the skateboard. In other words, onepressure-sensing transducer may be adjacent to and laterally spaced fromanother pressure-sensing transducer, such that the pressure-sensingtransducers are configured to be disposed beneath a front portion and arear portion, respectively, of the foot of the rider. In someembodiments, the rider detection sensor may be fabricated with highlydurable polycarbonate/PET materials and sealed with a wide waterproofborder.

In an exemplary operation, active balancing may be initialized orinitiated in response to both zones being pressed. Depression of onlyone (or at least one) zone may permit continued riding (e.g., continuedactive balancing). Such an operational configuration may permitrelatively aggressive heel-side and toe-side turns, where the rider maylift a heel or toe, while maintaining the other part of the foot incontact with the skateboard deck (e.g., thereby depressing an associatedsensor zone).

In some examples, when the rider slows the skateboard (or other type ofvehicle incorporating the rider detection sensor) below a safe speedspecified by software or firmware (such as that which may be included inan associated motor controller), the system may be configured to stopactively balancing the vehicle if the user lifts or otherwise removes aheel or toe from the board. Accordingly, removing pressure from anassociated sensor zone may permit the vehicle to come to a stop. Vehiclespeed may be measured or sensed by any suitable device or method. Forexample, a speed sensing device may be associated with the rotationalspeed of a wheel of the vehicle.

In some examples, the rider detection sensor may be made using circuitprinting processes typical in the membrane keypad industry and/or theforce-sensitive resistor (FSR) industry. In some embodiments, printedconductor layers may be separated by a spacer layer, which may preventthe rider detection sensor from being triggered when not loaded.

In some embodiments, the rider detection sensor may be located on arigid part of a footpad of the vehicle, and sandwiched between aslip-resistant (e.g., grip tape) layer disposed over the rider detectionsensor and a rigid part of the footpad disposed under the riderdetection sensor. Such a configuration may improve sensor reliability.For example, in such a configuration, the rider detection sensor mayhave no moving parts, or the parts may not move significantly relativeto one another. Due to the printed nature of some sensors (and/or otherfactors), additional sensor zones can be added without significantlyincreasing costs.

Turning to FIGS. 24 and 25, an illustrative rider detection system 2400is shown in exploded and assembled views. System 2400 comprises anexample of rider detection device 262, and is suitable for use in thesystem described above, with respect to FIG. 5. System 2400 includes apressure-sensing transducer 2402 disposed (e.g., sandwiched) between aslip-resistant layer 2404 and a deck portion 2404 of an electricskateboard, such as vehicle 100 described above.

Pressure-sensing transducer 2402, interchangeably referred to as aforce-sensing or force-sensitive transducer, may include any suitablestructure and/or device configured to convert a sensed mechanical forceinto an electrical signal. In the example shown in FIG. 24,pressure-sensing transducer comprises an upper force-sensitive resistor(FSR) layer 2408 and a lower conductive layer 2410, separated by agapping or spacer layer 2412. In this example, the spacer layer includestwo portions, a first spacer portion 2412A and a second spacer portion2412B.

FSR layer 2408 may include any suitable layer having an electricalresistance that changes predictably in response to an applied force. Forexample, FSR layer 2408 may include a conductive polymer ink applied toa PET film substrate. In some examples, the substrate may comprise aconductive polymer rather than the printed ink. FSR layer 2408 may bereferred to as partially conductive and/or variably conductive.

Conductive layer 2410 may include any suitable conductive material, suchas a partial electrical circuit. For example, conductive layer 2410 mayinclude a pattern of silver or copper printed or otherwise applied to afilm substrate. In some examples, the pattern may include interlockingor interdigitated portions (e.g., fingers).

In operation, FSR layer 2408 may be displaced toward conductive layer2410 by an applied mechanical force (i.e., pressure), such as by thefoot of a rider. Contact between the two layers results in a completionof an electrical circuit, allowing a signal to be generated indicatingthat a rider is present. Because the FSR layer has a variableresistance, additional information may be communicated or measured,e.g., based on the amount of current flowing through the circuit. Insome cases, as described above, a certain baseline level of activationmay be caused by squeezing the FSR and conductive layers betweenslip-resistant layer 2404 and deck portion 2404. As shown in FIG. 24,conductive layer 2410 may include a portion that passes through anaperture 2414 in deck portion 2406 to connect with a suitable electricalconnector 2416. Connector 2416 may include any suitable electricalconnector configured to place transducer 2402 in communication with acontroller, such as motor controller 254 and/or microcontroller 269 (seeFIG. 5).

Spacer 2412 may include any suitable non-conductive, e.g., dielectric,material configured to keep FSR layer 2408 and conductive layer 2410separated absent an applied force. In some examples, spacer 2412 mayinclude one or more layer portions (e.g., portion 2412A and 2412B)having a thickness greater than that of conductive layer 2410 and placedon opposing lateral sides of the conductive layer, thereby holding FSRlayer 2408 above the conductive layer. In some examples, spacer 2412 mayinclude one or more portions configured to be sandwiched between FSRlayer 2408 and conductive layer 2410, such that the spacer portions aredisposed only on a periphery of the layers, thereby leaving central ormiddle portions of each layer free to interact.

Slip-resistant layer 2404 may be disposed above transducer 2402, and mayinclude any suitable material configured to provide a durable,traction-enhancing surface for a rider's foot. For example,slip-resistant layer 2404 may include a non-skid material, grip tape, atextured layer, and/or the like, or any combination of these.Slip-resistant layer 2404 may be similar in size or larger thantransducer 2402, such that the transducer is also protected to somedegree by the slip-resistant layer. Slip-resistant layer 2404 may be anexample of portions 124, 128, described above.

FSR layer 2408 has been described as being disposed above conductivelayer 2410. However, some examples may have this arrangement reversed,such that the FSR layer is the lower layer. Some examples may includemore or fewer of each type of layer. For example, a transducer/sensormay include only a single FSR layer. Any suitable combination of layersmay be utilized.

FIG. 26 depicts an illustrative pressure- or force-sensing sensor region2420 suitable for use in a rider detection system such as system 2400.Similar to transducer 2402, sensor region 2420 may be incorporated intosuch a system, for example, by sandwiching the sensor region between agrip tape layer and a rigid portion of the vehicle's board or deck. Asdescribed further below, sensor region 2420 may include a plurality ofside-by-side pressure- or force-sensing transducers, each of whichdefines a different active area or discrete sensing zone.

As depicted in FIG. 26, sensor region 2420 includes a firstpressure-sensing transducer 2422 defining a first active area (ordiscrete zone) 2424; a second pressure-sensing transducer 2426 defininga second active area (or discrete zone) 2428; a waterproof housing orenclosure 2430 enclosing transducers 2422 and 2424; a vent 2432configured to permit barometric equilibrium of an internal space insideenclosure 2430 with an exterior environment; and electrical contacts2434, 2436, 2438 in electrical communication with the transducers.

Each of transducers 2422 and 2426 may include at least partiallyconductive first and second layers separated by a spacer layer. In someexamples, one or both transducers include a resilient first conductivelayer spaced from and facing a second conductive layer, such that aforce applied to the first conductive layer causes the first conductivelayer to contact the second conductive layer. In some examples, one orboth transducers include an FSR layer, similar to that described abovewith respect to FIGS. 24-25.

Contacts 2434 and 2436 may be electrically connected to transducers 2422and 2426, respectively. Contact 2438 may be a ground connection. Whenforce or pressure is applied to first zone 2424 (e.g., by a rider'sfoot), thereby reducing or closing a separation distance between thefirst and second layers of transducer 2422, rider presence information(e.g., a rider-present signal) may be output on contact 2434. Similarly,force or pressure applied to second zone 2428 may cause a similar outputon contact 2436. These signals may be communicated to the motorcontroller, which may use the rider presence information to determine anappropriate state for the motor assembly of the vehicle (e.g., stopping,or rotating the wheel in a forward or reverse direction). In someexamples, contact 2434 may be a drive line (e.g., a toe drive line)associated with first transducer 2422; contact 2436 may be a drive line(e.g., a heel drive line) associated with second transducer 2426; andcontact 2438 may be a sense line.

In an exemplary use of sensor region 2420, the sensor region may bepositioned or embedded in a platform of a self-stabilizing vehicle(e.g., vehicle 100), such that first zone 2424 registers with a firstportion of a user's foot (e.g., a toe region), and second zone 2428registers with a second portion of the user's foot (e.g., a heelregion). Simultaneously activation of zones 2424 and 2428 may initializeactive balancing of the vehicle, for example, via reception of therider-presence information from respective contacts 2434 and 2436 by amotor controller. Once the vehicle is in an active balancing mode orstate, the user may tilt the deck (e.g., in a direction substantiallyperpendicular to a heel-toe direction) to propel the vehicle along adirection of travel.

After the vehicle achieves a predetermined or selected threshold speed(e.g., 3 MPH), the motor controller (or other controller) may beconfigured to continue active balancing of the vehicle, e.g., by drivingthe motor, even if pressure is removed from one or more of zones 2424and 2428. This may occur, for example, while performing heel and/or toeside turns. However, when the vehicle is being operated below thepredetermined or selected threshold speed, removal of pressure from oneor both zones may be configured to stop and/or slow active balancing ofthe vehicle. For example, removal of pressure from zone 2428 (e.g.,associated with the rider's heel) may be configured to send arider-not-present signal to the motor controller via contact 2436. Ifthe vehicle is traveling below the threshold speed, rider presenceinformation indicating absence of the rider may cause the motorcontroller to de-energize the motor and/or send a drive signal to themotor sufficient to bring the vehicle to rest. In a similar manner,removal of pressure from zone 2424 may be configured to bring thevehicle to rest when traveling below the predetermined speed, even ifzone 2428 is activated (or vice versa).

A controller or control circuit for the motor may incorporate hysteresisto more predictably or more intuitively change modes of the vehicle. Forexample, a control circuit similar to or incorporating a Schmitt triggermay be used to bias the vehicle toward continued operation at higherspeeds and biased toward non-operation at lower speeds. A voltagethreshold and/or time-off setting may be adjustable for this purpose.See below for additional description of an illustrative method ofoperation.

FIGS. 27 and 28 depict a rider detection system 2500 having aspectssimilar to rider detection system 2400 and sensor region 2420, andsuitable for use in an electric vehicle such as vehicle 100. System 2500comprises an example of rider detection device 262, and is suitable foruse in the system described above, with respect to FIG. 5. System 2500may include a vehicle such as a self-stabilizing skateboard 2502 havinga wheel assembly 2504 coupled to a deck 2506. This wheel assembly anddeck are substantially similar to those described above, with respect tovehicle 100, wheel assembly 112, and deck 104.

As depicted in FIGS. 27 and 28, a first rider detection unit 2508 (alsoreferred to as a rider detection device, sensing region, or sensorregion) may be integrated into, coupled to, connected to, embedded in,or disposed on a first footpad 2510 of deck 2506. Rider detection unit2508 may be similar to sensor region 2420 of FIG. 26. For example, unit2508 may include first and second sensing transducers 2512 and 2514encased in a waterproof enclosure 2516 having a vent 2518 (similar tovent 2432) configured to permit barometric equilibrium between aninternal space and an external environment.

As shown in FIG. 28, unit 2508 may be sandwiched between aslip-resistant layer 2520, such as grip tape, and a board portion 2522of deck 2506. Board portion 2522 is a substantially rigid portion ofdeck 2506. For example, board portion 2522 may comprise plywood,fiberglass, and/or other substantially rigid material. In some examples,enclosure 2516 may be bonded in a waterproof fashion to slip-resistantlayer 2520 and/or board portion 2522.

Transducer 2512 may include a first and a second conductive layer 2524,2526 separated by a spacer layer 2528. Similarly, transducer 2514 mayinclude a third and a fourth conductive layer 2530, 2532 separated by aspacer layer 2534. As described above, these conductive layers mayinclude one or more FSR layer(s). Each transducer may be configured toprovide a variable output signal (e.g., force-proportional), to providea binary on/off signal, or to be selectable between these twomodalities.

In the example depicted in FIG. 28, vent 2518 is disposed in aninterface region between enclosure 2516 and board portion 2522. However,in some examples, the vent may be positioned in other suitable positionsadjacent or peripheral to enclosure 2516. In some embodiments, a hole oraperture 2535 may be formed in board portion 2522 directly under vent2518 (or in another suitable location), thereby placing vent 2518 influid communication with the exterior environment. This arrangement mayfacilitate greater airflow into and out of the interior space of riderdetection unit 2508, in which interior space transducers 2512 and 2514are disposed.

As depicted in FIG. 28, a rider's foot may press down on rider detectionunit 2508 with a force that is generally balanced variably between twoforce vectors. More specifically, a toe force vector 2536 describes thenormal force applied to foot pad 2510 (and thus to unit 2508) by a frontor toe portion of the rider's foot. Similarly, a heel force vector 2538describes the normal force applied to foot pad 2510 by a rear or heelportion of the rider's foot. In some examples, the board or deck portionof the vehicle may have a shape other than flat. For example, a deckportion and/or footpad may be concave, convex, or otherwise non-planar.Although a planar deck is described herein, with associated normalforces, similar functionality applies to non-planar arrangements.

During use of the vehicle, the rider's foot, indicated at 2540 in FIG.28, may press down on unit 2508 with force applied by both heel and toe.In other words, force may be applied through force vectors 2536 and 2538simultaneously. Accordingly, transducers 2512 and 2514 may both beactivated, causing them to communicate respective rider-presenceinformation signals to a motor controller associated with wheel assembly2504. Reception of such signals by the motor controller may beconfigured to initiate active balancing of skateboard 2502.

Once skateboard 2502 is traveling at or above a selected thresholdspeed, the motor controller may continue sending drive signals to themotor (e.g., for continued active balancing) even if the motorcontroller receives a rider-not-present signal from one of thepressure-sensing transducers (i.e., transducer 2512 or 2514). Transducer2512 and/or 2514 may be deactivated or cease sending a signal as aresult of the rider removing pressure from the respective area of thefootpad, e.g., by lifting a toe or heel portion of the foot. However,when skateboard 2502 is traveling below the selected threshold speed,the motor controller may be configured to bring the vehicle to rest(e.g., by de-energizing the motor) when one or more of the sensortransducers are deactivated (e.g., not pressed).

With reference to FIG. 27, a second rider detection unit 2542,substantially identical to first unit 2508, may be integrated into,coupled to, connected to, embedded in, or disposed on a second footpad2544 of deck 2506. For example, unit 2542 may include first and secondsensing transducers 2546 and 2548 encased in a waterproof enclosure 2550having a vent 2552 configured to permit barometric equilibrium betweenan internal space and an external environment. Furthermore, unit 2542may be sandwiched between a slip-resistant layer 2554, such as griptape, and a relatively rigid board portion 2556 of deck 2506. All ofthese components are substantially similar to the correspondingcomponents of first unit 2508. In some examples, second unit 2542 isabsent.

In some embodiments, deactivation of a selected number (e.g., one) ofthe pressure-sensing transducers, or a predetermined configuration ofselected transducers may be configured to bring the vehicle to rest whentraveling below the threshold speed. In some embodiments, activebalancing may be initialized when all of transducers 2512, 2514, 2546,2548 (or other predetermined number or configuration thereof) areactivated. In some embodiments, activation and/or deactivation of thetransducers may be configured to modulate drive signals to the motor ofwheel assembly 2504 via the motor controller when skateboard 2502 istraveling at or above the threshold speed.

Additional Illustrative Operational Method

This section describes an illustrative method for operating an electricvehicle such as vehicle 100 having a rider detection system such assystem 2400; see FIG. 29. Aspects of rider detection devices and systemsdescribed above may be utilized in the method steps described below.Where appropriate, reference may be made to previously describedcomponents and systems that may be used in carrying out each step. Thesereferences are for illustration, and are not intended to limit thepossible ways of carrying out any particular step of the method.

FIG. 29 is a flowchart illustrating steps performed in an illustrativemethod, and may not recite the complete process or all steps of theprocess. FIG. 29 depicts multiple steps of a method, generally indicatedat 3000, which may be performed in conjunction with vehicles havingrider detection systems according to aspects of the present disclosure.Although various steps of method 3000 are described below and depictedin FIG. 29, the steps need not necessarily all be performed, and in somecases may be performed in a different order than the order shown.Additionally, steps of method 3000 may be combined with one or moremethod steps described above with respect to system 2400 and/or method600.

At step 3002, the control system of an electric vehicle, which mayinclude a processor and/or controller, detects the presence of a rideron the electric vehicle. For simplicity, the electric vehicle will bereferred to as a board. Any suitable vehicle may be used, such asvehicle 100 described above. Detection of the rider may be performed inany suitable manner. For example, the rider may be detected using one ormore pressure-sensing transducers, such as transducer 2402. As explainedabove, such a pressure-sensing transducer may include a force-sensitiveresistor (FSR), and may therefore have a proportional response to anapplied force or pressure, such as the rider's foot. Furthermore, asdescribed with respect to FIGS. 27-28, the transducer may include twosensing zones, one associated with a front or toe portion of the footand another associated with a rear or heel portion of the foot. In thisexample, detection of rider presence does not change the status of anactive balancing system on the vehicle.

At step 3004, the control system detects that the board has beensubstantially leveled. In other words, a tilt angle of the board hasreached a state or range that is defined as “level” or “no longer atrest” by the system. For example, a rider may place both feet on theboard and cause the foot deck to become generally parallel to theground. Detection of board angle may be performed by any suitable methodusing any suitable sensor and/or detector, as described above withrespect to FIGS. 5 and 6.

At step 3006, when the control system is satisfied that the rider ispresent and the board is in a level position, active balancing may beengaged. Active balancing and riding of the vehicle is described above,for example, with respect to method 600.

At steps 3008 and 3010, the system may detect a change in riderpresence, and respond accordingly. At step 3008, the system may detectthat the entire foot of the rider has been removed from the board. Forexample, the pressure sensors in both the toe zone and the heel zone ofone foot pad may no longer be activated. In this case, the system mayassume that the rider is no longer on the vehicle, and may halt thevehicle motor at step 3012, either immediately or after some selecteddelay. At step 3010, on the other hand, the system may detect that onlya portion of the rider's foot has been removed from the board. Forexample, only the toe sensing zone or only the heel sensing zone maystop being activated. This may occur, for example, during a turn when aride lifts his or her toes (or heels) to maintain balance. In responseto this partial loss of rider detection, step 3014 includes checking thevehicle speed. If vehicle speed is above a selected threshold, the boardwill continue operating in active mode. If vehicle speed is below thethreshold (e.g., three miles per hour), the system may halt vehicleoperation at step 3012.

Although a single sensor region has been described, i.e., under a singlefoot, with multiple sub-zones, some examples may also use a secondsensor region under the other foot of the rider. Any suitablecombination of sensor regions and/or zones may be utilized.Additionally, any suitable type of sensor or transducer may be used,such as a FSR-type transducer and/or a fully conductive transducer.

Selected Examples and Embodiments

The following describes additional aspects and features of disclosedembodiments, presented without limitation as a series of numberedparagraphs. Each of these paragraphs can be combined with one or moreother paragraphs, and/or with disclosure from elsewhere in thisapplication, including the materials incorporated by reference in theCross-References, in any suitable manner. Some of the paragraphs belowexpressly refer to and further limit other paragraphs, providing withoutlimitation examples of some suitable combinations.

A. An electric vehicle comprising a board including first and seconddeck portions each configured to receive a left or right foot of arider; a wheel assembly disposed between the first and second deckportions and including a ground-contacting element; a motor assemblymounted to the board and configured to rotate the ground-contactingelement around an axle to propel the electric vehicle; at least onesensor configured to measure orientation information of the board; and amotor controller configured to receive orientation information measuredby the sensor and to cause the motor assembly to propel the electricvehicle based on the orientation information; wherein the electricvehicle includes exactly one ground-contacting element.

A1. The vehicle of paragraph A, wherein the motor assembly includes ahub motor.

A2. The vehicle of paragraph A1, wherein the hub motor is internallygeared.

A3. The vehicle of paragraph A1, wherein the hub motor is direct-drive.

A4. The vehicle of paragraph A, further comprising a first lightassembly disposed at a first end portion of the board; and a secondlight assembly disposed at a second end portion of the board; whereinthe first light assembly is configured to output light of a first colorwhen the board is being propelled generally in a first direction and tooutput light of a second color when the board is being propelledgenerally in a second direction; and wherein the second light assemblyis configured to output light of the second color when the board isbeing propelled generally in the first direction and to output light ofthe first color when the board is being propelled generally in thesecond direction.

A5. The vehicle of paragraph A4, wherein the first color is white andthe second color is red.

A6. The vehicle of paragraph A, wherein the at least one sensor includesa gyro and an accelerometer collectively configured to estimate a leanangle of the board.

B. An electric skateboard comprising a foot deck having first and seconddeck portions each configured to support a rider's foot; exactly oneground-contacting wheel disposed between the first and second deckportions and configured to rotate about an axle to propel theskateboard; at least one sensor configured to measure an orientation ofthe foot deck; and an electric motor configured to cause rotation of thewheel based on the orientation of the foot deck.

B1. The skateboard of paragraph B, wherein the motor is a hub motor.

B2. The skateboard of paragraph B, further comprising a first lightassembly disposed at a distal end of the first deck portion; and asecond light assembly disposed at a distal end of the second deckportion; wherein the first light assembly is configured to output lightof a first color when the board is being propelled generally in a firstdirection and to output light of a second color when the board is beingpropelled generally in a second direction; and wherein the second lightassembly is configured to output light of the second color when theboard is being propelled generally in the first direction and to outputlight of the first color when the board is being propelled generally inthe second direction.

B3. The skateboard of paragraph B, wherein the at least one sensorincludes a gyro configured to measure pivotation of the foot deck abouta pitch axis.

B4. The skateboard of paragraph B3, wherein the at least one sensorfurther includes an accelerometer, and wherein the gyro and theaccelerometer are collectively configured to measure orientation of thefoot deck about pitch, roll and yaw axes.

B5. The skateboard of paragraph B, further including a rider detectiondevice configured to determine if a rider's feet are disposed on thefoot deck, and to send a signal causing the motor to enter an activestate when the rider's feet are determined to be disposed on the footdeck.

C. A self-balancing electric vehicle comprising a frame defining aplane; a first deck portion mounted to the frame and configured tosupport a first foot of a rider; a second deck portion mounted to theframe and configured to support a second foot of a rider; a wheelmounted to the frame between the deck portions, extending above andbelow the plane and configured to rotate about an axis lying in theplane; at least one sensor mounted to the frame and configured to senseorientation information of the frame; a motor controller configured toreceive the orientation information from the sensor and to generate amotor control signal in response to the orientation information; and amotor configured to receive the motor control signal from the motorcontroller and to rotate the wheel in response, thus propelling theskateboard.

C1. The electric vehicle of paragraph C, wherein the motor is anelectric direct-drive hub motor.

C2. The electric vehicle of paragraph C, wherein the at least one sensorincludes a gyro and a 3-axis accelerometer collectively configured tosense orientation information sufficient to estimate a lean angle of theframe including pivotation about pitch, roll and yaw axes.

C3. The electric vehicle of paragraph C, further comprising a first skidpad and a first illuminator disposed at a distal end of the first deckportion and a second skid pad and a second illuminator disposed at adistal end of the second deck portion, wherein each skid pad includes anaperture configured to allow light from the corresponding illuminator toshine through while preventing the illuminator from contacting theground.

C4. The electric vehicle of paragraph C3, wherein the first illuminatoris configured to output light of a first color when the frame is beingpropelled generally in a first direction and to output light of a secondcolor when the frame is being propelled generally in a second direction,and wherein the second illuminator is configured to output light of thesecond color when the frame is being propelled generally in the firstdirection and to output light of the first color when the frame is beingpropelled generally in the second direction.

C5. The electric vehicle of paragraph C, further comprising a fenderattached to at least one of the deck portions and configured to preventwater traversed by the wheel from splashing onto a rider.

C6. The electric vehicle of paragraph C5, wherein the fender is attachedto both of the first and second deck portions and substantially entirelyseparates the wheel from the rider.

D0. An electric vehicle, comprising: a board including first and seconddeck portions each configured to receive a left or right foot of a rideroriented generally perpendicular to a longitudinal axis of the board;

a wheel assembly including a ground-contacting element disposed betweenand extending above the first and second deck portions;

a motor assembly mounted to the board and configured to rotate theground-contacting element around an axle to propel the electric vehicle;

at least one orientation sensor configured to measure orientationinformation of the board;

a first sensing region disposed in the first deck portion, the firstsensing region including a first pressure-sensing transducer; and

a motor controller configured to receive board orientation informationmeasured by the orientation sensor and rider presence information basedon an output of the first pressure-sensing transducer, and to cause themotor assembly to propel the electric vehicle based on the boardorientation information and the rider presence information.

D1. The vehicle of paragraph D0, wherein the first sensing regionfurther includes a second pressure-sensing transducer adjacent to andlaterally spaced from the first pressure-sensing transducer, such thatthe first pressure-sensing transducer and the second pressure-sensingtransducer are configured to be disposed beneath a front portion and arear portion, respectively, of the left or right foot of the rider.

D2. The vehicle of any of paragraphs D0 through D1, wherein the firstpressure-sensing transducer is embedded in an upper surface of the firstdeck portion.

D3. The vehicle of paragraph D2, wherein the first pressure-sensingtransducer is sandwiched between a slip-resistant layer and a rigidlayer of the first deck portion.

D4. The vehicle of any of paragraphs D0 through D3, wherein the firstpressure-sensing transducer is encased in a waterproof enclosure.

D5. The vehicle of paragraph D4, wherein the waterproof enclosureincludes an air-permeable, water-resistant vent.

D6. The vehicle of any of paragraphs D0 through D5, wherein the firstpressure-sensing transducer comprises a force-sensitive resistor.

D7. The vehicle of any of paragraphs D0 through D6, wherein the firstpressure-sensitive transducer comprises a resilient first conductivelayer spaced from and facing a second conductive layer, such that aforce applied to the first conductive layer causes the first conductivelayer to contact the second conductive layer.

E0. An electric skateboard, comprising:

a foot deck having first and second deck portions each configured tosupport a rider's foot oriented generally perpendicular to alongitudinal axis of the foot deck;

exactly one ground-contacting wheel disposed between and extending abovethe first and second deck portions and configured to rotate about anaxle to propel the skateboard;

at least one orientation sensor configured to measure an orientation ofthe foot deck;

a pressure-sensing transducer disposed on the first deck portion; and

an electric motor configured to cause rotation of the wheel based on theorientation of the foot deck and an output of the pressure-sensingtransducer.

E1. The skateboard of paragraph E0, wherein the pressure-sensingtransducer comprises a spacer layer disposed between a force-sensitiveresistor layer and an electrical circuit layer.

E2. The skateboard of paragraph E0, wherein the pressure-sensingtransducer comprises a spacer layer disposed between an electricallyconductive layer and a partially electrically conductive layer having aconductivity proportional to a force applied thereon.

E3. The skateboard of any of paragraphs E0 through E2, wherein thepressure-sensing transducer comprises a resilient first conductive layerspaced from and facing a second conductive layer, such that the firstconductive layer is displaceable to electrically contact the secondconductive layer, thereby producing the output of the pressure-sensingtransducer.

E4. The skateboard of any of paragraphs E0 through E3, wherein thepressure-sensing transducer is in communication with a motor controllerconfigured to control the electric motor.

E5. The skateboard of paragraph E4, further including a speed sensorconfigured to provide wheel speed information to the motor controller,wherein the motor controller is configured to control the motor based onthe output of the pressure-sensing transducer and the wheel speedinformation.

E6. The skateboard of any of paragraphs E0 through E5, wherein thepressure-sensing transducer is encased in a waterproof enclosure.

E7. The skateboard of any of paragraphs E0, through E6, wherein thepressure-sensing transducer includes a force-sensitive resistor.

F0. A self-balancing electric vehicle, comprising:

a frame defining a plane and having a longitudinal axis;

a first deck portion mounted to the frame and configured to support afirst foot of a rider oriented generally perpendicular to thelongitudinal axis of the frame;

a second deck portion mounted to the frame and configured to support asecond foot of a rider oriented generally perpendicular to thelongitudinal axis of the frame;

a wheel mounted to the frame between the deck portions, extending aboveand below the plane and configured to rotate about an axis lying in theplane;

at least one orientation sensor mounted to the frame and configured tosense orientation information of the frame;

a pressure-sensing transducer disposed on the first deck portion andconfigured to sense rider presence information based on a force appliedto the first deck portion;

a motor controller configured to receive the orientation information andthe rider presence information and to generate a motor control signal inresponse; and

a motor configured to receive the motor control signal from the motorcontroller and to rotate the wheel in response, thereby propelling theskateboard.

F1. The electric vehicle of paragraph F0, wherein the motor controlleris configured to permit motor rotation when the pressure-sensingtransducer senses that the force is presently applied to the first deckportion.

F2. The electric vehicle of any of paragraphs F0 through F1, wherein thepressure-sensing transducer is a first pressure-sensing transducer, thevehicle further comprising a second pressure-sensing transducerlaterally adjacent to the first pressure-sensing transducer, wherein thefirst and the second pressure-sensing transducers comprise a firstdiscrete sensing zone and a second discrete sensing zone, respectively.

F3. The electric vehicle of any of paragraphs F0 through F2, wherein thepressure-sensing transducer includes at least one partially electricallyconductive layer.

F4. The electric vehicle of paragraph F3, wherein the pressure-sensingtransducer comprises a force-sensitive resistor.

F5. The electric vehicle of any of paragraphs F0 through F4, wherein thepressure-sensing transducer is encased in a waterproof enclosure.

F6. The electric vehicle of any of paragraphs F0 through F5, wherein thepressure-sensing transducer is sandwiched between an upperslip-resistant layer and a rigid portion of the first deck portion.

Conclusion

The disclosure set forth above may encompass multiple distinct exampleswith independent utility. Although each of these has been disclosed inits preferred form(s), the specific embodiments thereof as disclosed andillustrated herein are not to be considered in a limiting sense, becausenumerous variations are possible. To the extent that section headingsare used within this disclosure, such headings are for organizationalpurposes only. The subject matter of the examples includes all novel andnonobvious combinations and subcombinations of the various elements,features, functions, and/or properties disclosed herein. The followingclaims particularly point out certain combinations and subcombinationsregarded as novel and nonobvious. Other combinations and subcombinationsof features, functions, elements, and/or properties may be claimed inapplications claiming priority from this or a related application. Suchclaims, whether broader, narrower, equal, or different in scope to theoriginal claims, also are regarded as included within the subject matterof the present disclosure.

What is claimed is:
 1. A rider detection system for an electric vehicle,comprising: a sensor unit configured to be coupled to a board of anelectric vehicle and to detect a rider's foot contacting the board, thesensor unit including two sensor zones laterally spaced from each othersuch that a first of the two sensor zones registers with a toe portionof the rider's foot and a second of the two sensor zones registers witha heel portion of the rider's foot; and an electrical connectorconfigured to communicate rider presence information to a motorcontroller based on outputs of the two sensor zones.
 2. The riderdetection system of claim 1, wherein the sensor zones are encased in awaterproof enclosure.
 3. The rider detection system of claim 2, whereinthe waterproof enclosure includes an air-permeable, water-resistantvent.
 4. The rider detection system of claim 1, wherein each sensor zoneincludes first and second printed conductor layers separated by a spacerlayer.
 5. The rider detection system of claim 1, wherein each sensorzone includes a pressure sensing transducer.
 6. The rider detectionsystem of claim 5, wherein each pressure sensing transducer isconfigured to provide a force-proportional, variable output signal. 7.The rider detection system of claim 5, wherein each pressure sensingtransducer is configured to provide a binary on/off signal.
 8. A riderdetection system for an electric vehicle, comprising: a self-contained,substantially planar sensing unit configured to be disposed in a deckportion of an electric vehicle, the sensing unit including two sensorzones each having an associated active area configured to lie under arider's heel and toe, respectively; and an electrical connectorconfigured to communicate rider presence information to a motorcontroller based on outputs of the two sensor zones.
 9. The riderdetection system of claim 8, wherein each sensor zone includes first andsecond conductive layers separated by a spacer layer.
 10. The riderdetection system of claim 8, wherein the sensor zones are encased in awaterproof enclosure.
 11. The rider detection system of claim 10,wherein the waterproof enclosure includes an air-permeable,water-resistant vent.
 12. The rider detection system of claim 8, whereineach sensor zone includes a pressure sensing transducer.
 13. The riderdetection system of claim 8, wherein each sensor zone is configured toprovide a force-proportional, variable output signal.
 14. The riderdetection system of claim 8, wherein each sensor zone is configured toprovide a binary on/off signal.
 15. A rider detection device for aself-balancing electric vehicle, comprising: first and second pressuresensing transducers encased in a waterproof enclosure and configured tobe disposed within a deck portion of an electric vehicle, the pressuresensing transducers arranged such that the first pressure sensingtransducer has an active area configured to register with a toe portionof a rider's foot and the second pressure sensing transducer has anactive area configured to register with a heel portion of the rider'sfoot, the first and second active areas configured to sense riderpresence information based on one or more forces applied to the deckportion by the rider's foot; and an electrical connector configured tocommunicate the rider presence information to a motor controller basedon outputs of the first and second pressure sensing transducers.
 16. Therider detection device of claim 15, wherein each pressure sensingtransducer includes first and second conductive ink layers separated bya spacer layer.
 17. The rider detection device of claim 15, wherein thewaterproof enclosure includes an air-permeable, water-resistant vent.18. The rider detection device of claim 15, wherein each pressuresensing transducer is configured to provide a force-proportional,variable output signal.
 19. The rider detection device of claim 15,wherein each pressure sensing transducer is configured to provide abinary signal.
 20. The rider detection device of claim 15, wherein eachpressure sensing transducer includes at least one force-sensitiveresistor layer.